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Exterior Styling

It has to be said that the current Volvo line-up is, on the whole, rather stylish. The current family design started with the XC90, a car which still looks good some six years after its introduction. Each subsequent model replacement followed the same design principles.

This generation of V60 is one of the newest Volvo models, and is one of my favourite. There’s just something about the estate body style that suits a performance Volvo, reminiscent of the BTCC days.

That’s why our choice of Polestar Engineered would be the V60, not the S60 saloon. It is sympathetic to the stereotype of a big, boxy estate car that is often associated with Volvo. But it embraces that image with a modern twist.

At the front you have the ‘Thor’s hammer’ LED daytime running lights, plenty of gloss black detailing – from the grille surrounds to the bumper inserts – which offered a nice contrast to the Crystal White paint of our test car.

To the side, you get wonderful two-tone silver and gloss black alloy wheels. Standard are 19-inch versions, with a larger, 20-inch version available as an optional extra. Our test car had the larger ones.

Behind this sit the rather large Brembo brakes. Calipers finished in bright gold are an eye-catching hint that this is a serious performance vehicle. The window surrounds, roof rails and door mirrors are also finished in gloss black.

At the rear, you get a roof spoiler, gloss black bumper inserts and two rather large exhaust tips. Sculpted tail lights give a rear silhouette that’s as recognisable as those front daytime running lights.

Interior Finish

If the current Volvo exterior styling is good, the interior styling is even better. It is such a lovely place to be, with high-quality materials and an ergonomic design.

The front seats are sumptuous, with a sculpted design and significant side and leg bolsters. An extendable knee cushion provides extra comfort, allowing you to find the perfect setup behind the wheel.

The trim itself is part-leather, part-textile which, given the amount of leather in the cabin, helps keep a bit of contrast. There is leather on the dashboard, centre console and door trims, so the use of textile works well. In addition there are high-quality plastics, contrast stitching, gloss black detailing and aluminium finishers which add to the quality feel.

For the Polestar Engineered model you get gold seatbelts to match the brake calipers. It’s a very minute detail that acts as a subtle reminder of what this car is. It doesn’t need to feature carbon seats or stripped-back trim to be a performance machine. It does it the Volvo way; cleverly, and comfortably.

The fully-digital instrument cluster and portrait-oriented multimedia touchscreen are sufficient to make the V60 Polestar Engineered feel current, technologically-speaking. A greater degree of customisation of those dials – like you get in an Audi Virtual Cockpit – would be welcome. As would a slicker response on the multimedia screen. But these are not major complaints.

The overall build quality of the cabin is exceptional. There are no rattles in the trim. The feel of materials, such as the soft leather on the steering wheel, is exemplary. And there is a robustness to the switchgear that just gives off a high-quality feel. What’s more, it’s a quiet and relaxing place to be, with little noise penetrating the cabin.

Engine/Performance

There is only one engine choice in the V60 Polestar Engineered, and that’s the T8 twin-engine hybrid. It is Volvo’s most powerful powertrain, with a combined 405PS and whopping 670Nm of torque. The petrol engine produces 318PS and the Electric motor 87PS.

That’s enough to haul this slightly-hefty estate car from 0-62mph in a brisk 4.6 seconds and easily up to Volvo’s universally-applied 112mph top speed. Technically this is an All-Wheel Drive system, with the petrol engine driving the front wheels and the electric motor the rear wheels. You can feel the instantaneous shove from the electric motor and then the petrol engine kicks in to maintain that surge.

The figures make the performance of this car sound more exciting than the reality. Yes, it’s very quick, picking up speed like you wouldn’t believe. But it does so in a drama-free way. There is no raucous engine note, nor tyre-squealing hooligan-ness.

And that’s the only way in which the performance is let down. There is no sense of occasion like there was in the previous V60 Polestar. Perhaps Volvo could have introduced some artificial noise to create such occasion; with these systems becoming more convincing of late.

The transition between EV and Hybrid drive modes is very smooth, such that you don’t always notice the engine stopping and starting. You can select different drive modes; from Pure (EV) to Polestar Engineered (maximum power).

In Pure mode the V60 Polestar Engineered still drives well. Because of the instant torque from the electric motor it can still feel relatively nippy around town; despite the motor’s 87PS not sounding like much.

Ride/Handling

Some of you may recall our review of the Volvo V60 Polestar from a few years ago. And one thing we loved was the chassis and handling, with Öhlins dampers this was a modern-day reincarnation of the BTCC cars of old.

It gave us great delight, therefore, to learn that the V60 Polestar Engineered has been given a similar setup. Polestar Engineered is not just a badge, there is a great deal of work that goes into the chassis to make this car drive like no other Volvo.

It is designed to give the perfect balance of agility, control and comfort. Öhlins shock absorbers work together with Polestar Engineered front and rear springs to provide a ride with less roll and more grip when cornering. You can actually feel this from the driver’s seat. For a car weighing just over 2,000kg it corners extremely well.

Brakes are equally impressive: the V60 Polestar Engineered gets huge Brembo brakes. With 6-piston front calipers wrapped around 371mm discs, the V60 always has enough to pull up sharply.

The steering has a nice weight and is direct, although lacking in feel. And despite the front wheels having to deal with the full 320PS of the petrol engine, grip is surprisingly good. It isn’t quite as good as a ‘proper’ AWD system, like the one in the old V60 Polestar, but it’s fine in the dry.

The end result is a car that feels rather playful; wanting you to throw it into the bends and having a composed setup to deal with it, then hurl you out the other side.

None of this comes at the expense of comfort, mind. The beauty of the V60 Polestar Engineered is that it remains quiet and relaxing on a long motorway drive. It really is well balanced.

Economy

The other Ace up the Volvo’s sleeve is that in addition to being able to pin you back in your seat, and cause significant upset at the traffic lights, it can also be very fuel-efficient.

The official combined fuel consumption on the WLTP cycle is 113.0-128.4mpg, but it’s important to remember that this is a plug-in hybrid. If you have a full charge, and run in EV mode, then recharge again, you will never use a drop of fuel.

Conversely, if you run the battery down and drive everywhere solely on petrol power you might achieve 30mpg at best. Therefore it is very hard to come up with a ‘combined’ figure that applies to everyone.

For someone who rarely travels long distances, the V60 T8 Polestar Engineered could save you significant money on petrol, provided you make the effort to keep it charged. And since the electric motor provides 90bhp there’s plenty of incentive to do that.

CO2 emissions are 50g/km on the WLTP cycle. This means that first year VED is £0, subsequent VED is £145 (plus the VED surcharge in years 2-6 of £480). But it is even more important to company car users. The BIK% on a V60 T8 Polestar Engineered is just 11%. That makes this car extremely appealing to company car users, who can experience all this power and practicality for a very low tax charge.

Pure-electric range on this car is quoted as 31.1 – 36.7 miles. Actual range will vary, but expect to see just shy of 30 miles in the real world.

Practicality

The Volvo V60 is a vastly practical car. It has ample boot space, a spacious cabin, and a host of clever tech to make life easier. But does the T8 Hybrid powertrain make the V60 more or less practical?

For starters, Volvo has been very clever about how it has integrated the batteries on the T8. They lie along the spine of the chassis, but within the wheelbase of the car.

So whilst you lose some of the centre console storage, the 529 litres of boot space is undiminished from the standard car, which is remarkable considering they are sufficient to provide over 30 miles of range.

And that’s another thing which bolsters practicality – the Hybrid powertrain. If you keep it topped up at home (a full charge takes around 5.5 hours on a domestic 3-pin) you can reap all the benefits of an EV for popping to the shops or doing the school run.

But you are not prevented from going further thanks to the 60 litre fuel tank. What’s more, you can use the petrol engine to charge the battery at the push of a button to charge while you drive. It’s brilliant.

Another ticked box for us is the towing capabilities. Most EVs, and some hybrids, do not have much towing capacity; if any at all. The V60 Polestar Engineered can tow 2,000kg braked and 750kg unbraked, meaning this is still a viable choice for those who need to tow.

The versatility of the V60 Polestar Engineered is to be admired, and its use of the T8 Hybrid powertrain is inspired. This is a car you could happily live with.

Equipment

As a model, the Volvo V60 is generously equipped as standard. All models get a comprehensive safety package, which helps the V60 achieve a 5-star Euro NCAP rating. This package includes City Safety with pedestrian, cyclist and large animal detection, with front collision warning and fully automatic braking and steering support.

In addition you get Oncoming Lane Mitigation which provides steering assistance if you veer out of your lane into oncoming traffic, and Run-off Road protection, which tightens the front seatbelts should you inadvertently leave the road.

Creature comforts are not forgotten either, with all V60 models benefitting from dual-zone climate control, power-operated tailgate, rear parking sensors, cruise control with speed limiter and the 9-inch touchscreen infotainment system with Sensus navigation. Heated front seats are standard across the V60 range.

The Polestar Engineered is based off the R-Design specification, which features a sporty exterior and interior design package. It also adds keyless entry and drive, privacy glass, handsfree tailgate operation and an auto-dimming rear-view mirror.

To this R-Design specification, the Polestar Engineered models gain that wonderful tailored instrument panel, power driver seat with memory function, the Polestar Engineered Chassis, Polestar optimisation for the engine/gearbox, and premium sound by Harmon Kardon. There’s even a heated steering wheel for those colder days.

Overall the specification of the V60 Polestar Engineered are very good – but there are still a few option packs available should you wish to bolster this further. More on that in a moment.

Value For Money

It’s fair to say that experiencing the thrills and refinement of the V60 Polestar Engineered does not come cheap. Whilst the cheapest V60 in the range – the B3 Momentum – is £34,870, the T8 Polestar Engineered starts from £52,200.

And that’s before you get to the options list. For a car that is generously equipped as standard, there is still a hefty options list, and our test car had many of these options fitted.

There were some of the ‘simpler’ options – such as 20-inch alloy wheels (£850), Premium Crystal White paint (£975), Premium sound by Bowers & Wilkins (£1,000) and smartphone integration including Apple CarPlay and Android Auto (£300).

Some of the packs are a little more expensive. The Driver Assist pack costs £1,600 and includes Pilot Assist semi-autonomous motorway driving, auto-dimming rear-view and door mirrors, blind spot monitoring, cross traffic alert with auto-brake and rear collision mitigation.

The Climate pack is £375 and comprises head-up display and heated outer-rear seats.

The £500 Power Seat pack includes a power passenger seat with memory function, and power folding rear headrests.

Finally the Lounge pack (£1,400) adds an opening panoramic roof with electronic sun blind and an advanced interior air cleaner.

Overall this car is very good value for money, considering it offers a complete package of performance, practicality and efficiency. Some of the options are better value than others, so it will be up to you to decide what you really need and what can be omitted. That will be true of any rivals too, so the Volvo is not alone in this regard.

Facts and Figures

The post REVIEW – Volvo V60 T8 AWD Polestar Engineered appeared first on Simply Motor.

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Exterior Styling

It’s hard to believe that the latest generation Volvo XC90 has been around since 2014. You’d hardly know by looking at it, that’s for sure. It still looks right at home at the head of the current Volvo line-up.

It has had a few visual tweaks along the way. The R-Design trim you see here now has gloss black door mirrors, roof rails and window surrounds, replacing the matt silver of old. It’s just a shame Volvo left the front grill silver; having this in gloss black would have completed the theme.

The Volvo XC90 embraces the big, boxy shape that lends itself to being a good 7-seat SUV. The result is a car that has a sizeable presence, filling other motorists’ rear-view mirrors. And with signature Thor hammer LED daytime running lights, there’s no mistaking that this is a Volvo.

The R-Design model has 20-inch alloy wheels as standard, with a larger 22-inch option available. Both are a new design and feature a two-tone silver and black colour combination. Despite the Volvo XC90’s size, even the 20-inch alloys fill the arches well.

At the back, the Volvo XC90 R-Design is defined by a not-so-subtle roof spoiler and twin chrome tailpipes nestled into the rear bumper, which also features gloss black accenting. The tail lights also have a distinct shape; especially when illuminated.

Interior Finish

Little has changed inside the Volvo XC90. But, if truth be told, little needed to. It remains one of our all-time favourite places to be. It’s not the most glitzy or glamourous cabin – that can be left to the likes of the Mercedes-Benz GLE – but it is luxurious, and elegant.

The R-Design model gets sumptuous bucket seats, with ample side and leg bolstering. There’s even an adjustable knee cushion, enabling you to find the perfect driving position. As standard they are finished in half Nappa leather and Nubuck, but our test car had the optional full Nappa leather trim.

Personally we prefer the standard trim; the Nubuck adds a sense of sportiness which is perfect for the R-Design, and the extra leather isn’t needed on the seats due to its extensive use throughout the cabin.

From the dashboard and door cards to the centre console and arm rest, there is an abundance of fine leather with contrast stitching. Coupled to some high-quality plastics and aluminium mesh inlays, there is a perfect blend of colour and texture in the Volvo XC90. It is simple design, executed masterfully.

There are few physical buttons, with the majority of functions being accessible through the portrait-oriented 9-inch touchscreen display. This creates a clean centre console, without the need for a hundred different buttons cluttering things up.

Keeping with the digital theme, the Volvo XC90 comes as standard with a digital instrument cluster. It may not be as sophisticated as a Virtual Cockpit, but does allow for some customisation in terms of theming/colours.

Engine/Performance

Volvo is a company committed to sustainable motoring through reducing carbon emissions. But it is also a premium brand and, as such, customers expect a certain level of power and performance. It may sound like those two things are different ends of the spectrum, but Volvo has somehow managed it.

Take the Volvo XC90 we tested – the B5 Diesel – which has a 2.0-litre, 4-cylinder turbocharged diesel unit. That may not sound a lot for a large 7-seat SUV, but power of 235PS and torque of 480Nm is not unreasonable.

Despite a considerable frame the Volvo XC90 is actually quite slender at 2,103kg. That’s some 150kg lighter than the Mercedes-Benz GLE 400d. This, and an 8-speed automatic gearbox, allows for a 0-62mph dash of 7.6 seconds and a top speed of 137mph.

Considering that’s only a second slower than hot hatches like the Ford Fiesta ST, there’s just enough performance to keep you happy.

The B5 Diesel has 48V mild hybrid assistance, but you don’t really notice much difference in performance terms. That being said, this is one of the more pleasant 4-cylinder diesel engines. It is smooth even as you climb past 3,000rpm.

The Volvo XC90 is also well-insulated, such that engine noise never really intrudes in the cabin. That makes the Volvo an excellent motorway cruiser; eating up mile after mile with little care in the world.

Other engines are available. There’s the B5 Petrol, with 250PS. Then there’s the B6 Petrol, with 300PS. The T8 twin-engine hybrid – with 303PS petrol engine and 87PS electric motor – tops the range.

Ride/Handling

We were pleasantly surprised with how the Volvo XC90 handled. With such a large frame the expectation is a significant amount of lean and unnerving weight transfer in the corners. Whilst the lean is there to some degree, it’s not nearly as bad as we’d expected.

That’s even more impressive because our XC90 came with the standard suspension setup, and it is remarkably well-balanced. On the motorway, it is supple and relaxing; cruising over bumps in the road with a shrug of the shoulders.

And yet, on an undulating B-Road, the XC90 controls its bulk enough to be composed and give you the confidence to push on. The standard 20-inch wheels have sufficient depth of tyre on them to aid this composure.

If you go for the optional 22-inch alloys, then you’ll most likely want the Active Four-C Chassis too. The four-corner adaptive damping system with electronic air suspension alters the ride height and damping depending on the drive mode and road conditions. It is therefore softer in Comfort mode, and firmer in Dynamic mode.

Steering dynamics also change with different drive modes. Although lacking in feel, the heavier setting does have a nice weight to it.

Braking power is sufficient to pull the XC90 up in a hurry if need be. With the B5 Diesel having a 48-Volt mild hybrid system, there is a degree of regenerative braking to help keep the battery topped up. It’s certainly not an intrusive system; you barely even notice it after a short while.

Economy

The B5 Diesel is an engine designed with efficiency in mind. First came the D5, which dropped one of its five cylinders in a bid to improve fuel consumption. The D5 has now become the B5, adding a 48-Volt mild hybrid system to the equation.

On paper, the economy figures are respectable for a car this size. On the combined WLTP cycle the XC90 claims 37.7mpg. No complaints there.

CO2 emissions are 154g/km when converted to NEDC-equivalent figures. That means that VED is £530 when purchasing the vehicle. It would be £145 thereafter, but falls foul of the VED surcharge (for cars with list prices over £40,000) which adds £320 in years 2-6 of ownership.

If there is any benefit to the 48V mild hybrid system, you wouldn’t really know from behind the wheel: it drives no differently than our XC60 D5 diesel. But then maybe that’s not such a bad thing. Anything which boosts efficiency in a non-intrusive way has to be a winner.

The B5 Diesel is still not the ideal XC90 for company car users, because this Government is still punishing diesel engines. So a BIK charge of the 37% maximum is an unwelcome one.

We expect that the T8 twin-engine hybrid will remain the engine of choice among company car users. Its 52g/km CO2 result in a BIK charge of 19%, albeit of a slightly higher figure.

Practicality

After spending a week with the Volvo XC90, we’ve reached the conclusion that there are few things it can’t do. So on a practicality front, it is as near-perfect as any car can be.

For starters, it has seven seats. But don’t think this is an SUV with two unusable seats in the boot. Oh no. I may only be 5ft7in tall, but there was enough head and knee room for me on the third row in the XC90. It wouldn’t be the most comfortable on a long journey, but it is bearable. That’s more than can be said for other similar cars.

Then we come to the boot, which is cavernous to say the least. With the third row folded down, you get a rather spacious 640 litres. Perhaps more impressive is that even with all seats in place the Volvo XC90 still offers 262 litres of space. That’s enough for a few shopping bags, and means that you can carry seven people without having to leave their belongings behind.

Should you have a need to tow something – caravan, boat or hobby race car – the XC90 will oblige; with a braked towing capacity of 2,700kg.

Whatever you throw at it, the Volvo XC90 has an answer. Whether it be a family holiday to the Lake District, taking the kids and their friends to sports practice, or a solo motorway slog for business, the Volvo is the perfect companion.

Equipment

The 90 Series cars are Volvo’s most executive models and, as such, they are executively equipped. By that we mean you get a lot of standard equipment and, whilst there are optional extras, the Volvo XC90 is more than adequate as it comes.

We shall start with safety; an area in which Volvo is perhaps best known. The XC90 is no exception, with a generous offering which has helped give the car a full five star Euro NCAP rating. You get City Safety; front collision warning and autonomous emergency braking with pedestrian, cyclist and large animal detection.

In addition to adaptive cruise control, the Volvo XC90 features Pilot Assist, which is semi-autonomous motorway driving. Once in a lane the car will correct the steering to keep you central in your lane, and also adjust speed to keep you a safe distance to the car in front. It will even bring you to a complete stop if need be, and set off again once traffic moves.

Last on the safety front is Oncoming Lane Mitigation and Run-off Road Protection; both of which are useful, and both of which you’d hope to never need.

The other creature comforts found on the Volvo XC90 include LED headlights with active high beam, 9.0-inch touchscreen infotainment system with Sensus Navigation, Sensus Connect internet access, voice activation and Volvo On Call with app; which enables various remote functions and acts as an emergency tracking service.

The Volvo XC90 features dual-zone climate control and heated front seats for passenger comfort. The tailgate is power-operated with handsfree opening. And for parking, you get a rear-view camera with front and rear parking sensors.

Value For Money

There’s a lot to talk about when it comes to pricing, because there are several grades of Volvo XC90 available: Momentum, R-Design and Inscription. Each of those also has a ‘Pro’ variant, which adds further technology depending on the model.

The Volvo XC90 range starts from £52,760. The XC90 B5 Diesel R-Design – like we tested – costs from £56,935. I say ‘from’ because there are quite a few options available and our test car had a fair few of them fitted.

Bursting Blue premium metallic paint costs a rather steep £1,000 but it really makes the Volvo XC90 stand out in a crowd. Ice White is the standard, with the majority of others costing £700.

The Xenium Pack adds an opening panoramic sunroof with retractable blind, 360-degree parking camera with top-down view and Park Assist Pilot: automatic parallel and 90-degree parking. This also requires the addition of the Intellisafe Surround pack, at a cost of £500. It comprises blind spot information system with steer assist, cross traffic alert with autobrake and rear collision mitigation.

For anyone who needs to tow, our XC90 features a retractable tow bar at a cost of £1,075. It’s effortless to use; simply push a button inside the boot and it deploys/retracts electronically.

The Harman Kardon pack (£850) adds a premium audio system in addition to Apple CarPlay an Android Auto. The Family Pack (£275) features an integrated booster seat in the second row centre seat, power child rocks and integrated sun blinds on the rear doors.

The final addition on our car was the Winter Pack including Head-up Display (£1,275). It adds heated steering wheel, heated washer nozzles, the head-up display and a headlight cleaning system. A heated windscreen is a notable omission, and for this money we would have hoped for one.

Facts and Figures

The post REVIEW – Volvo XC90 B5 Diesel R-Design appeared first on Simply Motor.

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Exterior Styling

The new generation of Volvos, with their contemporary and premium design, started back in 2015 with the XC90. It’s taken some four years for it to make its way down the range to the V60, but it’s certainly been worth the wait.

The model we have here is the sporty one; the T5 R-Design. And let’s be honest; Volvo has form when it comes to sporty estate cars. It wasn’t all that long ago we tested the previous Volvo V60 Polestar. Go back further and you have the 850 estate that competed in the British Touring Car Championship.

The new Volvo V60 is some way from the big, boxy 850, with sleek lines and subtle curves in the bodywork. And yet it is still recognisable to those who remember those BTCC glory days, when a Volvo T5 estate was a hero.

At the front, Thor hammer LED daytime running lights give an unmistakably-Volvo appearance, while the R-Design specification brings gloss black trim and sportier bumper.

To the side, gloss black mirrors, window surrounds and roof rails are a change from the satin silver we have come to know of R-Design models in recent years. 18-inch alloys are standard, but our test car had optional 19-inch two-tone ones. An even larger 20-inch option is also available.

At the rear, the Volvo V60 R-Design has a prominent roof spoiler and a decidedly athletic stance. The rear bumper features gloss black trim, and integrated chrome exhaust tailpipes.

But perhaps most clever of all is the badging. Next to the T5 badge is an R-Design one, but it’s a large ‘R’ with small ‘Design’ underneath. So what people see is “T5 R” and that resonates with the history of fast, practical Volvo estates of old.

Interior Finish

Perhaps the most noticeable area of improvement with the newer Volvos is in the design and finish of the interiors. I’ve said, somewhat boldly, that interiors on the 90-series cars are some of the best of any car currently on sale.

It’s great to see this filter down into the 60-series cars. Understandably, the use of materials is not quite as exotic as on the more luxurious 90-series models, but the overall styling and perception of quality and sturdiness is every bit as good.

At the centre of the Volvo V60 R-Design cabin are the beautifully-sculpted contour sports seats. With plenty of side and leg bolstering, they are finished in half leather, half textile on the V60. They feature R-Design lettering on the headrest and an adjustable knee cushion.

When it comes to the driving seat, Volvo has ignored the growing trend of fitting a flat-bottomed steering wheel on a sporty model. This isn’t a notable omission; the chunky wheel is finished in a wonderful soft leather.

Beyond this is a fully-digital instrument cluster. There are limited customisation options to display a map or different dial themes, but certainly nowhere near the level of personalisation available on the Virtual Cockpit systems in VW/Audi group vehicles.

The focal point on the dashboard is the 9-inch, portrait-oriented touchscreen display. We’ll come on to over-reliance on touch and a distinct lack of buttons in due course, but there are no complaints from a styling point of view.

When it comes to materials the Volvo V60 is well-appointed. There may be a lot of blacks and greys, but there are a variety of textures. Most importantly there are no dodgy hard plastics to be found anywhere.

Engine/Performance

It’s fair to say that seeing T5 and R badges on the rear of a Volvo V60 is enough to instil fear in other motorists. Those badges are synonymous with performance. Well, that, and police cars. So the fear could well be from prior attempts to escape Johnny Law.

The days of five-cylinder engines are, sadly, in the past. Nonetheless, this Volvo V60 packs a punch. Its 2.0-litre, 4-cylinder petrol engine is turbocharged to give a power output of 250PS. An impressive 350Nm of torque is available from just 1,800rpm, up to 4,800rpm.

The Volvo V60 T5 is only available as an 8-speed automatic, and comes in front-wheel drive only. But the performance figures – 0-62mph in 6.7 seconds and a top speed of 145mph – make for pleasant reading.

That means that the Volvo V60 is worthy of the T5 badge. It is a practical family estate car, going about its business in an unassuming way. Then when you put your foot down, it has hot-hatch rivalling performance. Not only did it catch us by surprise at first, but it will undoubtedly surprise other motorists too.

Now if we were to nit-pick faults – and you have to be picky to find them – then you do miss the character of the old five-pots. An active exhaust to bring a sporty note would have been welcomed.

One other thing is that Volvo do a more powerful version of this 4-cylinder engine. Called the T6, it has a rather healthy 320PS, and would have made an absolute rocket of a Volvo V60. Sadly that’s not available in the UK.

So if you want more power your only option is the T8 twin-engine plug-in hybrid with 303 + 87 PS.

Ride/Handling

Despite being a sizeable estate car, the Volvo V60 handles well. In R-Design guise the V60 gets a lowered, stiffened chassis to provide a sportier ride. It’s effective too, keeping body roll to a minimum through the corners.

In addition, the V60 is refined enough to cope with a motorway cruise. Yes, you can feel potholes and lumps in the road, especially with low-profile 19-inch alloys. One can only imagine what the even lower-profile 20-inch alloys would be like. But the damping is just supple enough to compensate, and with such comfortable seats the experience from the driving seat is never unpleasant.

Steering feel is lacking, but then that’s true of the vast majority of cars these days. The weight varies depending which drive mode you’re in – from the light and effortless ‘Comfort’ mode to the heavier ‘Dynamic’ mode.

We feel the Volvo V60 R-Design has a very well-balanced suspension setup, meeting in the middle of comfort and composure. But for those who wish to accentuate those two extremes you can opt for the Active Four-C Chassis, which is a four-corner adaptive damping setup. Comfort becomes even softer and suppler, while dynamic becomes even firmer. It’s even reasonably-priced, at £750.

There’s no all-wheel drive option with the T5. For the most part, this never causes issue. But ultimately putting 250PS through the front wheels can lead to understeer at times. And if you get overly exuberant with the throttle in the wet, then don’t be surprised to see the traction control light blinking at you.

Economy

When Volvo made the decision to move away from their larger 5 and 6-cylinder engines, they had a simple brief for their new range of smaller engines. They had to maintain the level of power and performance offered, but whilst improving economy and efficiency.

Now diesel has received a lot of bad press lately, but it’s hard to escape the fact that for high-mileage users it still makes far more fiscal sense than the petrol equivalent. But that’s not to say the T5 is without merit.

Combined fuel consumption is 34.0mpg on the WLTP cycle. This may not be able to match the likes of the D4 diesel – at 47.9mpg – but considering the impressive power and performance then it is still respectable. And on a longer run you can achieve a figure closer to 40mpg.

On balance, that’s a return nobody could complain about at all. It certainly fits the bill of improving efficiency whilst maintaining performance.

CO2 emissions of 157g/km (NEDC-equivalent) mean that first year VED is £530, with subsequent years at £145. The standard price of a V60 T5 R-Design is under £40,000 – just. So be aware that while the VED surcharge will not apply as standard, tick a few options boxes and you’ll be paying an additional £320 in years 2 to 6.

Practicality

If there’s one thing you can be sure of, it’s that a Volvo estate will be practical. And the V60 is no exception to the rule.

It’s all too easy to just opt for an SUV these days. And in Britain, that seems to be what everyone is doing; it seems every second car you see on the road is an SUV of some description. But let’s not be so quick to discount the estate car.

It is, to all intents and purposes, the same principle as an SUV, but without the added ride height. And not being so tall is better for handling, making for a better driving experience.

While my better half absolutely loves her Volvo XC60 – and rightly so – I think the V60 puts forward a good case for itself. There’s no lack of space, with plenty of legroom in the rear.

Boot space is vast: 529 litres with the rear seats up, and a colossal 1,441 litres with them folded down and loading up to the roof. That should be more than enough for a trip to the tip when you clear out the loft, and it will swallow a few suitcases on a trip to the airport.

Although the driving position is not as high and mighty as in an SUV, visibility is still good. And if you opt for the Xenium Pack – which includes a 360-degree camera – parking is a breeze.

One word that has a long association with Volvo is safety, with the Swedish brand being at the forefront of innovation and technology when it comes to keeping occupants – and pedestrians – safe. When it comes to choosing a family car, safety plays a huge part. It’s comforting to know that your loved ones are well protected.

Equipment

As a premium brand, Volvo knows it has to ensure its cars have a premium specification. You certainly get more as standard than German rivals. That’s not to say there isn’t an option list – more on that a bit later – but you certainly wouldn’t have many complaints even taking the Volvo V60 as it comes.

All models get an infotainment system with a 9-inch portrait-oriented touchscreen at the centre. It’s also a voice-activated system with navigation and Sensus Connect, which allows access to apps and internet browsing. There’s even an app for your smartphone which allows you to control certain functions remotely.

On the safety front, you get City Safety with pedestrian, cyclist and large animal detection, and front collision warning with automatic emergency braking and steering assistance. Oncoming Lane Mitigation automatically guides you back to your lane, and out of the path of oncoming traffic if you unwittingly drift out of your lane. Finally, run off road protection automatically tightens seatbelts if the car leaves the road.

Other notable standard equipment is two-zone climate control, heated front seats, power-operated tailgate, rear parking sensors and fully-digital instrument cluster.

R-Design trim adds the sporty exterior bodykit, dark tinted windows and sports chassis. Inside, sporty flourishes include contour sports seats, sports steering wheel, sports pedals, R-Design tread plates, black headlining and metal mesh inlays.

Additional technology includes keyless entry and go, head-up display, active bending headlights ad an auto-dimming rear-view mirror.

Value For Money

In standard guise, a Volvo V60 T5 R-Design Plus will cost you £39,385. Crucially, that’s under £40,000 which means private owners will avoid the dreaded VED surcharge.

At this premium end of the executive saloon (and estate) segment, it’s becoming nigh-on impossible to stay below £40,000. So it’s impressive that the V60 achieves that, especially when you consider that some of the standard features – high-spec infotainment system, keyless entry and the like – are optional extras on rival models.

But ultimately if you tick any of the option pack boxes, you’re going to be over the £40,000 threshold. If you do decide to take the plunge, there are some rather tempting packs to go for.

Xenium Pack is £1,800. For that you get a tilt and slide panoramic sunroof with electric blind, 360-degree parking camera with top-down view, and Park Assist Pilot; which brings automatic parallel and bay parking functionality. Considering many manufacturers charge upwards of £1,200 for a sunroof alone, this seems good value.

If you really wat to show off then you’ll want the Intellisafe Pro Pack, costing £1,625. It adds auto-dimming functionality to the exterior door mirrors, blind spot information with cross-traffic alert with auto-braking and rear collision mitigation. Best of all, you get Intellisafe Assist, comprising adaptive cruise control and Pilot Assist: Volvo’s semi-autonomous driving functionality. It will apply steering input to keep you in your lane, and adjust speed to maintain a safe distance to the car in front.

Our test car had these options, and some others too; costing £45,835. But it was a brilliantly-equipped car that I can guarantee is several thousand pounds cheaper than rivals with the same spec. And it’s no less of a car either.

So there you have it; the Volvo V60 gets maximum five stars, and deservedly so!

Facts and Figures

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Exterior Styling

It’s hard to believe that the ‘new’ Volvo XC90 has been around since 2014. Not least because it still looks fresh, and at home in the current Volvo line-up. It really is a credit to the design team.

The model you see in this review is the R-Design Pro, which is the sportiest-looking XC90 available. Park this next to another XC90 and there’s a noticeable difference.

Thor’s hammer LED daytime running lights create a silhouette that’s instantly recognisable as Volvo. Look a little closer and you’ll see the detail in the pixel-style full-led headlights.

At the front, a prominent bodykit extends the bumper to give a more imposing stance. Matt silver door mirrors are an R-Design tradition, while the ‘Pro’ model gets enormous 22-inch alloy wheels.

They more than fill the enormous arches of the Volvo XC90. That being said, and as much as they add kerb appeal, they are potential kerb magnets. Caution when parking is advised.

The bodykit continues down the side of the car, with wheel arch extenders and bold side skirts.

Privacy glass is nicely contrasted against a window surround that is finished in the same matt silver as the mirrors. Roof rails complete the matt silver colour coordination.

At the back, the bumper incorporates two large silver exhaust tips and a rear spoiler completes the sporty outfit.

Our test car was finished in dark, sophisticated Saville Grey. Should you wish to make a big visual impact, you could always choose the bright and bold Passion Red or Bursting Blue. The amount of subtlety is up to you.

Interior Finish

Also standing the test of time is the cabin which, five years on, is still one of my all-time favourites. In terms of what I’d call ‘mainstream’ cars – the likes of Rolls Royce and Bentley excepted – you’ll do well to find a nicer cabin than the one in the Volvo XC90.

High-quality leather is in abundance. Our test car featured black leather with contrast stitching. Found on the seats, door cards, dashboard and centre console it creates a luxurious atmosphere.

Complementing the leather is a blend of mesh aluminium inlays and gloss black finisher. The variety of materials, textures and colours works harmoniously in the cabin. All plastics are soft touch, with no dodgy materials anywhere to be found.

Behind the perforated leather steering wheel sits a 12.3-inch digital instrument cluster. It’s nowhere near as customisable as an Audi Virtual Cockpit, but still looks nicer than traditional dials.

For the R-Design models, the Volvo XC90 features wonderful contoured sports seats. Heavily bolstered, they are as muscular as the exterior bodykit, enticing you to clamber in and get comfortable.

The centre console is reasonably minimalist. There is no switchgear to clutter it up. Instead, a 9.0-inch portrait infotainment system is a focal point. This looks really slick – like somebody embedded an iPad in the dashboard.

Other subtle, yet effective, touches include the engine on/off twist knob (instead of a simple button) and the drive mode crystal-pattern scroller.

Engine/Performance

There are several engines available in the Volvo XC90. All of them 2.0-litres in size, but a mixture of petrol and diesel, with a variety of power outputs. There’s even the T8 twin-engine plug-in hybrid.

Our test car featured the D5 PowerPulse diesel. Power output is a healthy 235PS and 480Nm of torque. The XC90 has an AWD system and 8-speed automatic gearbox.

Despite a reasonably-hefty 2,103kg kerb weight, this big SUV will dash from 0-62mph in 7.6 seconds and the top speed is 137mph. Rewind a few years, and these would be figures from a hot hatch, so there can be no complaints.

If I had to make one complaint, it would have to be the engine note. That’s true for all in the range actually, and is simply a by-product of the downsizing to 4-cylinder engines. The old Volvo 5-pots used to have such a charismatic warble. It was always going to be missed.

In truth, the engine noise isn’t that relevant, because in the cabin things are quiet and refined. The 8-speed automatic may not be DSG-level for slickness, but its changes are smooth. The 8 ratios allow for more eager acceleration, while keeping revs to a minimum when trundling along.

You needn’t worry about getting the power down either, because the AWD system ensures that none of the 235PS is ever wasted.

Ride/Handling

The XC90 R-Design Pro has an adaptive air suspension system. The ride height and handling characteristics can change depending on the drive mode selected.

In Comfort mode, the XC90 rises up to give more clearance and to allow the air suspension to do its thing. In Dynamic mode it hunkers down to minimise body roll.

You’ll be glad of the soft air suspension too, because those 22-inch wheels try their hardest to ruin the ride. With 275/35/22 tyres there isn’t a great deal of rubber between the wheels and the road, so you can certainly tell when you come across potholes and other large lumps and bumps.

For me, the XC90 R-Design Pro is just the right side of comfortable. Supple seats and the air suspension do enough to combat those low-profile tyres, although there is no doubt that the models with smaller wheels ride smoother.

The drive modes also affect the steering weight and throttle response. There isn’t a great deal of steering feel, but the weight in Dynamic mode is nice. The XC90 has an ‘Individual’ mode where you can customise the various settings for things like the suspension, steering, engine and air conditioning.

Ultimately, the Volvo XC90 is a composed cruiser. It can attack corners with vigour if you are so inclined, but this does not come naturally. There is a degree of lean and body roll, to be expected on such a large car.

Economy

One of the main reasons Volvo created the range of 2.0-litre engines was to improve economy across its model line-up.

Take the D5 PowerPulse in this particular XC90. It achieved 37.7mpg on the combined cycle under WLTP testing. These are achievable figures, and you can’t have any complaints for a 2.1-tonne, 7-seat SUV with AWD to be returning in the high 30s.

CO2 emissions, in NEDC-equivalent terms, are 156g/km. VED is £530 on vehicle registration, and £145 thereafter.

With a price starting far above £40,000 the VED surcharge applies, adding £320 for five years from the second time the vehicle is taxed.

Company car drivers may find the diesel isn’t the best option, with a BIK % of 39%. In this regard the T8 twin-engine hybrid will be more appealing – 49g/km equates to 16% BIK.

But in the real world the XC90 diesel may be more economical – the T8 isn’t really designed for those doing high mileage whereas the D5 is.

A host of economy-improving tech – from auto start/stop to ‘Eco’ drive mode – helps to make this big Volvo cost you less at the pumps.

And you shouldn’t be at the petrol station as often anyway. Thanks to a 71 litre fuel tank the XC90 D5 has a theoretical range of almost 600 miles.

Practicality

If practicality is a big factor for you, then look no further than the Volvo XC90. The first generation was praised for being a great family car, and the second generation builds on this.

For starters, it has seven seats. And there is a ridiculous amount of space in just about every seat. Even the rear-most pair – the ones usually reserved for small children – are relatively spacious.

Although they wouldn’t be comfortable for a really long drive, I would have no issue sat there for a shorter drive. I’m not the tallest – 5ft7in to be precise – but the fact I fit in the back of the XC90 is a plus point.

Middle row and front seat passengers have acres of leg and head room, allowing them to sit in complete comfort for even the longest of journeys.

The downside to having so much space is that the XC90 is a pretty sizeable car. Coupled to those enormous 22-inch alloy wheels you have to pay close attention when parking. That being said the wing mirrors are big and can tilt in reverse to allow you to keep an eye on the kerb.

Quite often with seven-seat SUVs, the rearmost seats are where the boot should be. Not in the XC90. Even with all seats in use, the Volvo has a boot space of 314 litres. Fold the third row away and that rises to 692 litres.

The Volvo XC90 has plenty of cabin storage for kids’ toys and other bits and bobs. Air suspension allows for an ‘access height’ making it easier to clamber in and out of.

All the seat folding, sliding and other adjustment is effortless. Which is especially useful when the kids are kicking off and you have arms full of shopping bags.

Equipment

The ‘90’ series cars in the Volvo range are the most luxurious. They also carry an especially-generous standard specification.

The multimedia offering is fronted by the 9-inch, portrait-oriented touch screen. It includes Sensus Navigation with European mapping, in case you fancy an especially long drive.

The Sensus Connect system allows you access to a host of apps and an internet browser, providing you have a mobile data sim installed. The XC90 can even book its own services at a Volvo retailer of your choice. Swish.

Safety is a significant part of Volvo’s reputation and brand association. All XC90s come as standard with City Safety, Pilot Assist and Adaptive Cruise Control, Oncoming Lane Mitigation and Run-off Road Protection.

City safety is the forward collision mitigation system with autonomous emergency braking. It has the ability to detect cyclists and large animals. Its ability to work even at junctions is a world first, showcasing Volvo’s ongoing commitment to leading the way in safety tech.

Pilot Assist is especially clever. It makes the XC90 semi-autonomous up to speeds of 80mph. The car will maintain a distance to the car in front, bringing you to a complete halt if necessary, and centre you in your lane. It just won’t change lanes for you.

Other standard equipment includes a rear-view camera, front and rear parking sensors, power tailgate with hands-free opening, dual-zone climate control and heated front seats.

The R-Design model features mostly visual updates, with the body styling kit, contour sports seats and privacy glass. ‘Pro’ models get the air suspension, heated steering wheel and washer nozzles, head-up display and those enormous 22-inch alloys.

Options are available to bolster the standard specification, but in all honesty you don’t need any of them, the XC90 is perfectly adequate just as it is.

Value For Money

Being the biggest, most luxurious SUV in the Volvo line-up comes at a price. Not as high as you might expect though.

The XC90 T5 AWD Momentum is the cheapest model, at £52,235 on the road. Considering the standard equipment on offer across the range, you get a lot of car for your money even on the ‘entry level’ XC90.

But if you want that bit more kerb appeal, and wish to explore the sportier R-Design trim, you’ll pay a little bit more. T5 and T6 petrol engines offer up 250PS and 310PS respectively. The T5 is £59,785 and the T6 is £63,710.

It’s worth noting that the D5 we tested cost £58,735. However that engine is no longer available. In its place is the B5, which is essentially the same engine with added 48-Volt mild-hybrid technology. It retails at £60,835 on the road in R-Design Pro guise.

There are a few option packs and extra bits of equipment to enhance your XC90. One of the most impressive, and best value, is the Xenium Pack. Comprising Park Assist Pilot – which is automatic parallel and perpendicular parking – 360-degree parking camera with top-down view and a panoramic sunroof it costs a very reasonable £1,600.

If you want Apple CarPlay and/or Android Auto, you’re looking at £300. If we were to be super critical, this should be standard.

To upgrade the sound quality a Harmon Kardon audio system is available for £850. Or if that simply won’t do there’s a Bowers & Wilkins system for £3,000.

But when all is said and done the Volvo XC90 is exceptional value for money. The level of craftsmanship is sublime. The technology is plentiful and current. Safety credentials are unrivalled. And, above all, it’s just a car you’d be thrilled to live with.

Facts and Figures

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Exterior Styling

One of the reasons Volvo has been so successful in its resurgence in recent years is that people are finally taking notice of its cars. Styling plays a big part in that, and the new XC40 is yet another styling triumph.

As far as the Volvo line-up is concerned, the XC40 is probably the most square, boxy model in it. But that boxyness is effective on a small SUV, giving it a ruggedness beyond its compact size.

At the front, the familiar ‘Thor’s Hammer’ LED daytime running lights create a signature Volvo silhouette. The large grille curves outwards at the bottom, incorporating itself into the bumper. The lines of the bonnet are sleek.

On the R-Design Pro, 20-inch two-tone alloy wheels look tremendous, if not a little out of place underneath black plastic arch trims. One says ‘rugged practicality’ while the other says ‘urban style’.

You’ll notice the unusual rear door line, which rakes up steeply to meet the edge of the black roof. When opting for a two-tone colour scheme it’s hard to avoid an awkward meeting of the two.
Volvo has debossed the ‘R-Design’ designation at the back, which is a great way of blending the black roof to the blue bodywork.

At the back there is more black plastic on the bumpers, but also sporty touches. A roof spoiler and twin exhausts hint at the R-Design’s performance edge. The rear lights are very stylish, as is the way the word ‘Volvo’ is sunken into the boot lid.

Interior Finish

I made a bold claim that the Volvo XC90’s interior is among the best of any car currently on sale. Anyone who’s been in one will know exactly what I mean.

Given that the XC60 has a similarly plush cabin, expectations for the XC40 were rather high. And, for the most part, it lived up to it.

For starters, the materials used throughout the interior have been well thought out. All plastics are soft touch. The seats for the R-Design Pro are finished in the wonderful Nubuck leather. The leather used on the steering wheel is soft and luxurious to the touch. And a combination of gloss black, silver and vibrant patterned finishers ensure the XC40 makes an impact.

But as you spend more and more time in the XC40, and look at the smaller details, you’ll notice the shortcuts made on this compact SUV.

The crystal-pattern start/stop twist knob, and drive mode scroll wheel, are both replaced by simple buttons. The material used on the sides of the transmission tunnel and in the door cards is soft, but it also looks like the stuff used as boot lining. And the seats are nowhere near as sumptuous as those in the 60 or 90 series R-Design models.

Thankfully Volvo got the major details right. Like the 9-inch portrait-oriented, tablet-style multimedia screen. It looks superb as a dashboard centrepiece. The 12.3-inch digital instrument cluster is a crisp and clear focal point for the driver, and has a few elements of customisation to make the dials your own.

Engine/Performance

Of the various engines available in the XC40, we went for the one the R-Design model commands: the fastest.

The T5 is a 2.0-litre turbocharged 4-cylinder petrol engine which produces a not-insignificant 250PS and 350Nm of torque. This is sent to all four wheels via an 8-speed Geartronic automatic gearbox.

Because the XC40 is relatively compact, the resulting performance is quite astounding. 0-62mph is dealt with in 6.5 seconds, and the top speed is 140mph. Forget compact SUV, those figures are hot hatch!

Despite this capable performance the theatrics expected of a hot hatch aren’t there: the engine note is a little harsh when you get higher up the rev range and those twin exhausts offer little in the way of a sporty rasp.

But when all is said and done, this isn’t a hot hatch, and that’s fine. For the odd time you’ll give it the beans to beat a cocksure teenager away from the lights, you don’t need an exhaust note. In the Volvo XC40 you get unobtrusive power; fast without making a song and dance about it.

A quick word on that 8-speed Geartronic. It’s good, but is some way off being as slick as a DSG unit. Changes are smooth, but not as lightning quick as a DSG. That means that using the paddles isn’t as engaging or rewarding as you’d like.

But in all honesty, the XC40 still scores top marks despite these niggles. It proves two things. First, that family cars can still be exhilarating. Second, not all compact SUVs are pointless. The look on a Fiesta ST driver’s face when you beat them away from the lights will be testament to that…

Ride/Handling

Now whilst you may have beaten the Fiesta ST away from the lights, when you get to a twisty B-road they will be right back up your backside. Because whilst performance may rival a hot hatch, the handling is more compact SUV.

As far as compact SUVs go, the Volvo XC40 is up there with the best of them. Its AWD system means there is grip at all times, whatever the road conditions. Selectable drive modes optimise the steering feel, gearbox eagerness and throttle response.

Body roll is present in the corners, but it’s not chronic by any stretch. In fact, it would be even less noticeable if the car had more supportive seats. The side bolsters on the XC40 could do with being a little bigger, like in the XC60.

Another consideration when critiquing the handling is the speed at which the T5 hurtles towards corners. You will undoubtedly be hitting them faster than you thought.

Steering is direct, albeit with no real feel, a trait found on many new cars these days. Brakes are equal to the 250PS engine so you can always stop quickly.

The suspension is good in standard guise, a nice balance of motorway comfort and B-road composure. For a little extra capability, you can consider the Active Four-C Chassis (£750). With its four-corner adaptive damping it is able to get even more comfort on the motorway and even more firmness for a B-road blast.

We haven’t tried an XC40 with the Active Four-C Chassis, but would be interested to do so. There’s a good chance it could be the thing which gets it that final star in this category. And at £750 it doesn’t seem bad value at all.

Economy

Volvo spent a lot of time creating the DriveE range of engines. Designed to offer efficiency without compromising power, these engines are yet another reason more and more people are now driving Volvos.

Take company car drivers. They get capable performance to rival bigger-engined alternatives, but at a lower CO2 figure so the benefit-in-kind payable is lower. As for you or I, we get a car that is a hoot when you put your foot down, but doesn’t cost the earth to run.

The T5 in the XC40 has impressive fuel consumption of 39.8mpg on the combined cycle. Having the Eco drive mode helps with this, as does the tall 8^th gear when cruising on the motorway. Other fuel-saving assistance comes from start/stop technology and its relative compact size.

CO2 emissions are 166g/km. Given that this is an AWD SUV with 20-inch wheels, we don’t think that’s half bad. First year VED is £515 and could be £140 thereafter.

But there is one down side. Our XC40, as tested, cost more than £40,000. So VED in years 2-6 for this exact car would incur the £310 surcharge.

It’s certainly one to think about when you see the options list. Because any extras taking you over the magic £40k are actually costing you £1,550 extra over 5 years…

Practicality

As a car to live with, you can’t go far wrong with the Volvo XC40. There’s plenty of head room thanks to the tall frame.

Although because this is a compact SUV the space is the rear isn’t as generous as you’d find on a bigger car. At 5ft7in it was fine for me, but taller ladies and gentlemen may find it a bit of a squeeze back there. You’d have no such problem in an XC60, for what it’s worth.

Similarly, the boot is bigger than you’d get in a regular family hatchback, and 460 litres is a decent amount of space. Certainly, enough for the family pooch, or a spot of retail therapy. But again not quite as big as you’d get on a regular SUV.

But being compact does also have its plus points. When you go to the supermarket or, heaven forbid, find yourself in a city-centre multi-storey car park, you’ll find parking easier. Better than having to scour the full car park for a suitably large space that’s for sure.

Best of all, and this is full credit to Volvo, the XC40 is an incredibly safe car. Despite a more compact size, the XC40 achieves a five star Euro NCAP rating.

In doing so it achieved a 97% score for Adult Occupant Protection, one of the highest ever recorded. It’s reassuring to know that the XC40 will protect you and your family. Volvo’s aptitude in vehicle safety is one of the reasons why we bought one.

Equipment

While some of the little flashes of style are missing on the XC40 interior, there’s no such complaint on the equipment front.

The XC40 comes with a generous standard specification, in ‘base’ model Momentum trim. The R-Design adds sporty styling inside and out, whilst the Inscription is aimed at heightening that luxurious edge.

Irrespective of which model you choose, the 9-inch tablet touchscreen multimedia system with Sensus Navigation is included. This will most certainly impress passengers and is very easy to use. It even has voice control if you really want to show off

For convenience you get keyless start, dual-zone climate control with Volvo’s CleanZone air-quality system, rear parking sensors, cruise control with speed limiter and hill start assist.

As ever the safety equipment is comprehensive. City Safety is the front collision warning system, featuring pedestrian, cyclist and large animal detection. It has fully autonomous emergency braking capabilities, even when pulling out of junctions.

Oncoming Lane Mitigation provides steering assistance if you start to wander out of your lane, and Run-off Road Protection tightens the front seatbelts if the car leaves the road.

Further safety equipment can be added through the Intellisafe Pro pack, which we’ll come to in a moment.

The R-Design additions include high-gloss black exterior styling touches, a leather/nubuck upholstery, perforated leather steering wheel and gear knob, theatre and ambient lighting and privacy glass.

The ‘Pro’ is even plusher, with heated front seats, windscreen and washer nozzles, power driver’s seat with memory function and those lovely 20-inch alloy wheels.

Value For Money

And so we come, finally, to the XC40’s biggest downfall: price. The range starts from a tempting £27,610. By the time you get up to the T5 R-Design Pro the base price is a meatier £37,320.

Our test car had quite a few options on it. Most expensive was the Xenium Pack at £1,600 comprising opening panoramic sunroof with electronic blind, 360-degree top-view camera system and Park Assist Pilot; automatic parallel and perpendicular parking.

The Intellisafe Pro pack is another hefty one at £1,500 but again contains lots of useful features, including the innovative Pilot Assist: Volvo’s semi-autonomous drive system for motorway use. This pack also includes adaptive cruise control, blind spot monitoring with cross traffic alert, auto-dimming interior and exterior mirrors and auto-fold door mirrors.

The aforementioned gear shift paddles are actually an extra – £125 – and to be honest we wouldn’t choose them. Another one you could potentially leave off is the premium Harmon Kardon sound system at £550. It’s great, but the standard system is pretty good too.

Whether or not you really need the keyless entry/drive with hands-free tailgate at £350 is one for you to decide. Whilst not essential, it is pretty good value.

By the time Volvo was finished with our test car, it was £43,095. And the problem there is that you’re in XC60 territory, albeit with a less powerful engine or fewer toys.

Ultimately, it comes down to what you need. If compactness is important, the XC40 will probably tick all the boxes. For those open to something a little bigger, the XC60 could well be more car for your money, due to the step-up in quality.

Undecided? Read our review of the XC60 for comparison. It might help.

Facts and Figures

The post REVIEW – Volvo XC40 T5 R-Design Pro appeared first on Simply Motor.

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Exterior Styling

Volvo recently topped a survey for the manufacturer with the best-looking vehicles in its current line-up. Looking at the V90 R-Design, it’s easy to understand why.

Known for its big estate cars over the years, the V90 represents a new generation. It’s sleek and executive-looking, with an air of quality and refinement about it.

Our V90 had its running shoes on, in the form of R-Design trim. This gives the car a sporty edge, while maintaining the primary feel of quality.

At the front there’s a large, textured grille sitting either side of the ‘Thor’s Hammer’ signature daytime running lights; creating a unique and recognisable ‘face’.

The R-Design was fitted with standard 18-inch 5 spoke alloys finished in two-tone black and silver. They are perhaps a little on the small side, purely because of how large the V90 is. 20-inch wheels are an optional extra, but fill the arches better.

The grille surround, window surround, roof rails and wing mirrors are finished in a matte silver, which is far more executive-looking than chrome.

Our test car was finished in Onyx Black, but with the privacy glass at the back this gave the V90 a hearse-like feel. Stick to the Osmium Grey or Bursting Blue and you can truly appreciate the body lines.

A steep-raked tailgate softens the box-like shape of a traditional estate car. Vertical LED tail-lights stretch from the bumper to the roof, and create a marvelous silhouette at dusk. Twin exhaust pipes and a roof spoiler complete the R-Design styling package.

Interior Finish

The newest-generation Volvos are right up there at the top of the class for interior design and quality. The V90 is no exception.

Step into the car and admire the contemporary, high-class cabin. Carefully-chosen materials boost ambience, and there are no scratchy plastics in sight.

The cabin is also incredibly well-built. There are no squeaks or rattles and, thanks to impressive sound insulation, occupants can talk at but a whisper.

The R-Design features wonderful Contour Sports seats, finished in leather and Nubuck upholstery. The seats perfectly balance comfort – this is a premium car after all – and sportiness; with large bolsters to hold you in place.

The steering wheel and gear knob are finished in a soft, perforated leather. In the interests of co-ordination, the key fob is also covered in the same perforated leather, which is a very high-class touch.

To the centre, you’re immediately drawn to the 9-inch touchscreen multimedia unit. With its portrait orientation, it has a tablet feel to it.

The instrument cluster is a 12.3-inch full TFT display, with several customisation options. You can have a map or media information in between the dials and can choose from several design themes for the dials themselves.

A panoramic roof featured on our test car as part of the £2,000 Xenium pack. Natural light inside the cabin therefore wasn’t a problem, even with a black headlining. And being able to open the roof on a sunny afternoon was a bonus.

Engine/Performance

Gone are the 5-cylinder engines we grew to love over Volvo’s resurgence in recent years. All engines in the current line-up are either 3 or 4 cylinder, whilst maintaining the performance capabilities of their predecessors.

Our test car featured the D5 PowerPulse diesel engine. Delivering 235PS and 480Nm, this 2.0-litre, 4-cylinder unit eclipses the old 2.4-litre 5-cylinder unit’s 215PS and 440Nm.

PowerPulse allows the car to push more air into the turbocharger, essentially reducing turbo lag. It must work well because the V90 felt lively, with plenty of get-up-and-go in response to a prod of the right foot.

With an 8-speed automatic gearbox acceleration is effortless: this large estate car will go from 0-62mph in 7.2 seconds and on to a top speed of 145mph. Whilst we were a little unsure of the 8-speed box in the petrol XC60, it feels a lot smoother when mated to this diesel engine.

The D5 engine boasts all-wheel drive. In recent years the demand for all-wheel drive is on the rise, not just in SUVs, so this ensures Volvo remain competitive. Different drive modes alter the throttle and gearbox characteristics, allowing the V90 to adapt to your driving needs.

Whilst the 5-cylinder warble may have gone, the new engines are delightfully quiet, and you can tell the difference in the cabin. In fact, on the motorway, wind noise from the wing mirrors is about all you can hear.

When the weather is poor, the V90 will shrug its shoulders and carry on. Even on incredibly wet days, power delivery is smooth and there is no drama or wheel spin. That ensures the V90 always feels executive. It’s sporty, but in a more grown up way.

Ride/Handling

The V90 is a hefty car, both in terms of sheer size and weight (1,783kg to be precise). If you expected heavy, difficult handling then you would be justified. But you’d also be wrong.

A sports chassis is standard on the V90 R-Design, with a lower ride height than the standard car. That helps reduce lean in the corners, and in turn reduces discomfort for passengers.

Nicely weighted, the steering and is the right level of responsive. It’s not so sharp that the V90 has an aggressive turn-in – which can be unsettling in a big car – but it’s also direct enough that you can point the nose to an apex with ease.

And, with its all-wheel drive setup, there’s no drama through the corners. The system finds the grip, whatever the conditions, resulting in this hefty car being able to take corners at some hefty speeds.

Part of this may be down to our test car’s optional Active Four-C Chassis, which costs £1,500. That may sound a lot but, trust me, it’s worth it. Featuring four-corner adaptive damping and rear air suspension it transforms how the V90 handles.

It means that when you select Dynamic mode you get a dynamic suspension, with firmer damping. And when you select Comfort mode for a long motorway slog, you get a soft, forgiving ride.

Having the adaptability of the Active Four-C Chassis further enhances the V90’s premium feel. The standard sports chassis is not ideal for all driving, especially longer motorway journeys. It’s one option that is really worth the money.

Economy

Volvo has invested significantly in engine technologies over recent years. The D5 PowerPulse is one of the crown jewels of this investment.

There is no doubting its performance capabilities. Nor can you doubt its frugality. Featuring start/stop technology, adaptable drive modes, an 8-speed gearbox and some Volvo wizardry, the V90 is rather efficient.

Despite its weight and all-wheel drive, the V90 D5 cites 57.6mpg on the combined cycle. Some quick mathematics will tell you that the V90’s 60-litre fuel tank has a theoretical range of around 760 miles.

Economy drive mode is a really useful tool in improving fuel consumption. The throttle and brake pedal become less responsive, allowing a smoother drive. The air conditioning system goes into eco mode, reducing its draw on engine power. The gearbox shifts up earlier, to keep revs at a minimum.

CO2 emissions of 129g/km results in first year VED of £165. Subsequent years’ VED is £140. A five-year surcharge of £310 in years 2-6 applies because the V90 (well, most versions of it) costs more than £40,000.

Practicality

At 4,936mm and 1,895mm, the Volvo V90 is a similar size to the BMW 5 Series Touring and Mercedes-Benz E-Class Estate. Some supermarket car parks will be a squeeze, and parallel parking in the village is always going to be interesting.

There are no complaints on cabin space. Rear legroom is generous, certainly enough for two adults to sit in comfort. Despite its low-down appearance, there’s also plenty of headroom.

Our test car featured the family pack for £450. This includes integrated 2-Stage booster seats for the outer rear seats, a luggage net and power child locks. Integrated rear sun blinds further enhance the V90’s family appeal.

The V60’s boot holds up to 560 litres with the rear seats up. That’s the same as the 5 Series Touring, and 80 litres less than the Mercedes E-Class Estate. With the seats folded down the V90’s 1,526-litre capacity is dwarfed by the 1,670 litres and 1,820 litres of the 5 Series and E-Class respectively.

However, the boot space is clever with conveniently placed handles to drop the rear seats. There’s also a liftable flap with elastic strap at the back of the boot, perfect for when you have just a few shopping bags but don’t want them rolling around.

If you have opted for the Active Four-C chassis there’s also a button to raise and lower the rear suspension to make loading and unloading as easy as possible.

Visibility is good, especially with the 360-degree camera as featured in the Xenium pack. You can easily monitor all angles from the top-down view, or pick individual cameras to pay closer attention to a particular aspect.

Equipment

Additional options can be a costly affair. German rivals have the most comprehensive options lists. The likes of Kia and Hyundai offer none, except for paint.

Volvo sits somewhere in the middle, with decent standard spec but a fair few options and packs should you wish for an enhanced specification.

On the multimedia front you get the 9-inch touchscreen unit including Sensus Connect and Sensus Navigation. This can be enhanced by Smartphone Integration (£300) which includes Apple CarPlay and Android Auto. A CD player is £100, while an upgraded sound system to either Harmon Kardon or Bowers and Wilkins will set you back £825 and £3,000 respectively.

Volvo is at the forefront of vehicle safety, so the standard offering on its latest models is impressive. City Safety is the front collision warning and autonomous emergency braking system. It features pedestrian, cyclist and large animal detection.

Pilot assist and adaptive cruise control will semi-autonomously drive the car on a motorway with lane markings. It won’t switch lane for you, but it will steer to keep you within the lines. It also adjusts the speed to maintain a safe distance to the car in front. On a long motorway drive this is a godsend: the V90 is so relaxing to drive.

Two-zone climate control, power operated tailgate, 12.3-inch active TFT instrument cluster, and heated front seats are all standard.

The R-Design specification is mostly cosmetic: Sports body styling, 18-inch alloy wheels, Contour Sports Seats and a black headlining. But you also get the sports chassis.

The Active Four-C Chassis is a must-have at £1,500. The Xenium Pack is good value at £1,800. It includes a 360-degree camera, panoramic roof and Park Assist Pilot (parallel and perpendicular parking). You also have to add blind spot monitoring with cross-traffic alert for £500.

Value For Money

The Volvo V90 range starts at £37,620. A D5 R-Design will set you back £46,570. Whilst that is no small sum of money, it is still cheaper than rivals when you consider the specification on offer.

You do need to be mindful of the options list. The standard stereo is absolutely fine. Sure, the Bowers and Wilkins unit is even better, but at £3,000 is it really required? Likewise the auxiliary heater, which pre-warms the cabin at a time of your choosing, sounds nice. But you don’t really need it, and at £1,270 it’s a significant addition.

The efficient engines ensure a V90 won’t cost you the earth to run. What remains to be seen is the level of depreciation. How much a V90 will be worth 3 or 5 years down the line is currently unknown territory, but I would expect German rivals will likely retain more value.

That is partly due to how Volvos are perceived in the marketplace. There is no doubt the brand has surged over the last few years, but there are still ‘doubters’ out there who are unaware of just what they are missing out on.

All things considered, a Volvo V90 offers a lot of car for the money. You could live with the standard spec and not feel hard done by, which is more than can be said for German rivals. Volvo once used the slogan “defectors wilkommen” and that is more relevant now than ever before.

Facts and Figures

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Image Gallery

Exterior Styling

Having tested the last Volvo XC60, I thought it was rather stylish. But once you have seen the new model, the outgoing car looks suddenly dated. The new design is a credit to Volvo, and a recent Car Buyer put Volvo at the top of the list for manufacturers with the best-looking model line-ups.

In R-Design guise the Volvo XC60 is particularly sporty and aggressive. The bodykit has sharp lines, particularly at the front corners. A huge, textured grille is imposing as you stand in front of the car. Signature ‘Thor’s Hammer’ daytime running lights are instantly recognisable as Volvo.

On the R-Design Pro the wheels are a two-tone 21-inch design(as opposed to the 19-inch wheels of the standard R-Design). They fill the arches nicely and give the XC60 some serious kerb appeal. With the optional Bursting Blue metallic paint our test car turned heads and passed the ‘shop window reflection test’ with flying colours.

The grille surround, window surround, roof rails and wing mirrors are finished in a satin silver, which looks more premium than a standard chrome. Also premium is the privacy glass to rear windows.

At the back, a subtle roof spoiler and shark fin aerial are minimalistic. The LED rear lights are also a unique design, and you have to see them in the dusk to really appreciate the design work that’s gone into them. Twin exhausts complete a well-rounded exterior package.

As you can see from the picture gallery, the Volvo XC60 looks great from every angle. And there aren’t too many cars you can say that about.

Interior Finish

The interiors of the new generation Volvos are, to put it simply, some of the best of any car currently on sale. The Volvo XC60 is no exception to this.

The materials are very high quality; there isn’t a scratchy plastic to be found anywhere. Moreover, the build quality is of the highest order. No squeaks. No rattling trim. It’s exactly what you would expect from a premium brand.

The R-Design has a sporty flair to its interior. At the centre are the Contour Sports seats: wonderfully sculpted and finished in leather and alcantara. The chunky steering wheel is finished in a luxurious, perforated leather, as is the gear knob. On the ‘Pro’ the dashboard is also trimmed in leather: a simple yet wonderfully-luxurious touch.

Your eyes are immediately drawn to the 9-inch touch screen in the centre of the dashboard. With its portrait orientation it has a tablet feel to it, furthered by the side-to-side swiping motion to access different menus.

The instrument cluster is a 12.3-inch full TFT display, with several customisation options. You can have a map in the middle of the dials, and also choose from several design themes for the dials themselves.

Everyone who sat in the Volvo XC60 was impressed with it, and understandably so. It’s a nice place to be, and you can’t ask for more than that.

Engine/Performance

When you read that the engine powering this large SUV is only 2.0-litres in capacity, it is understandable that some people will be underwhelmed. Fear not though, because it packs a mighty punch. Power is 254PS and 350Nm. It is only available with an 8-speed Geartronic automatic and all-wheel drive.

The performance figures make for an interesting read. The 0-62mph sprint takes 6.8 seconds. Top speed is 137mph. Forget ‘SUV’: those figures rival hot hatches such as the Peugeot 208 GTi and Ford Fiesta ST. So the Volvo XC60 is certainly no slouch.

Whilst I will always miss the 5-cylinder warble synonymous with Volvo’s of yesteryear, the new engines still have character. It’s also nice that the only noise you get on the motorway is a bit of wind noise from those big wing mirrors. The engine is unobtrusive, sitting quietly under the bonnet but springing into life when you plant your right foot into the carpet.

The 8-speed Geartronic gearbox keeps the revs to a minimum on the motorway. When attached to a diesel engine, it’s fantastic. But in the T5 petrol, I have to admit it felt a little bit clunky. It’s certainly no match for a VW-Audi Group DSG that’s for sure.

Ride/Handling

Because the Volvo XC60 has such an aggressive, sporty image, it is important that it has the drive to match. The Four-C chassis, featured as standard on the ‘Pro’, is brilliant. With four-corner air suspension and adaptive damping, the XC60 can adapt to different driving styles to offer a perfect ride, whatever you may be doing.

In comfort settings, the damping is soft, and forgiving. Potholes are dealt with well, which is a credit to a car sat on 21-inch alloy wheels. On the motorway the Volvo XC60 is relaxing; the perfect companion for a long slog.

When you choose the ‘Dynamic’ setting, the car hunkers down, and the damping stiffens. This minimises body roll and improves cornering stability. And you can really tell the difference.

The steering force is variable. Whilst it isn’t the most communicative, the weighty feel is enough to give a sporty feel. Turn in is sharp enough, and the all-wheel drive system ensures the maximum power reaches the road. Braking force is also variable, and in the ‘Dynamic’ setting pull up well; giving you confidence to brake later.

There are gear shift paddles mounted behind the steering wheel, and the R-Design Pro features a head-up display. This means you can keep your hands on the wheel and eyes on the road, immersing you in the driving experience. So much so, in fact, that at times you can forget you’re in an SUV at all: the Volvo XC60 T5 is just a big hot hatch.

Economy

Volvo has invested a lot of time and money in creating a new breed of engines that are smaller and more efficient, whilst still maintaining the level of power and performance one expects from a luxury brand.

Take the 2.0-litre T5 in our test car. 250PS allows for punchy performance, but the 8-speed Geartronic gearbox, start stop technology and variable drive modes mean it’s reasonably economical too.

Sure, the diesel D5 (also a 2.0-litre) will offer better fuel consumption on a longer run. It’s also a couple of grand more expensive, and the price of diesel is higher at the moment.

The T5 will do 37.8mpg on the combined cycle. For a large, all-wheel drive SUV you can’t really complain at that. CO2 emissions of 173g/km result in a first year road tax of £830, which is absorbed into the ‘on the road price’. Subsequent years’ VED is £140, with the five year ‘expensive car’ surcharge taking it to £450 a year

All rivals will be in excess of £40,000 so will have the same VED rate, and most offer similar fuel consumption on equivalent models.

Practicality

It’s all too easy to forget than any SUV should, by its very nature, be practical. And it’s also easy to forget that not all of them are. Some are too large and impossible to park. Others aren’t actually spacious at all. And an increasing number are two-wheel drive, meaning they are as useful in adverse weather as a canoe in the Sahara.

Happily, and you may be starting to see the theme emerging now, the Volvo XC60 is just right.

It is a damn sight smaller than the mighty XC90, which means it fits in supermarket car parks and you aren’t constantly breathing in whenever you drive through a typical village. But it is still big enough to house 4 or 5 adults in comfort. The boot can take a decent amount of luggage too; as I found when loading ours for a trip to Center Parcs (the only time the kitchen sink has ever been required for a weekend away).

The Volvo XC60 is also packed full of safety and driver assistance technology. It’s definitely comforting to know that you and your family are in one. In fact, the Volvo XC60 was declared the safest ‘Large SUV’ in the Euro NCAP ratings, which is great to know.

With the optional Xenium pack (£2,000) you get a 360-degree camera and Park Assist Pilot – automatic parallel and perpendicular parking. Whilst the XC60 is a nice size to park anyway, this just makes life even easier. The camera system also allows you to keep an eye on kerbs at the side, and the front camera helps see out of blind junctions.

Equipment

Some manufacturers opt for a ‘fixed’ specification: you get X with this grade and Y with this grade; take your pick. Hyundai and Kia are a good example. Others choose a more ‘up to you’ approach: here’s a whopping list of options, have as many or as few as you like. BMW and Audi, I’m looking at you.

The Volvo approach is somewhere in the middle. The basic specification on the Volvo XC60 range is good, especially in the safety and driver assistance departments. Each variant adds a few more creature comforts, but there are still a few optional extras if you want a little bit more.

All variants come with all-wheel drive, automatic LED headlights, a power tailgate, heated front seats, City Safety with steering support, Driver Alert Control with Lane Keeping Aid, Emergency Brake Assist, 9-inch ‘tablet-style’ infotainment touchscreen, 12.3-inch TFT digital instrument cluster and front and rear park assist.

The R-Design specification is the sporty choice. The major differences are the exterior styling kit, Contour Sports Seats, perforated leather steering wheel and gear knob, a black headlining and trademark satin silver wing mirrors. The R-Design also has a sports chassis: lower and firmer suspension for better cornering ability.

By opting for the R-Design ‘Pro’ you get some extra goodies. On the outside, 21-inch alloy wheels give some serious kerb appeal. The aqua blades and steering wheel are heated. Keyless entry and drive, a power driver’s seat with memory function and a leather dashboard provide extra convenience and quality. The ‘Pro’ also gets the aforementioned Four-C chassis as standard.

Value For Money

The starting price of a Volvo XC60 T5 R-Design Pro is £46,385. Admittedly, this is a big figure. But it has to be said that the equipment list on this car is substantial. Furthermore, the build quality and finish is of the highest order.

There were some options on my test car that wouldn’t be what I’d call ‘essential’. The £2,500 Bowers and Wilkins stereo is an audible delight, but if it were my money I don’t know if I could tick that box. Likewise a spare wheel and jack that costs £500 seems a little steep. I’d take the standard inflation kit instead.

So how does the price point of the Volvo XC60 compare to its rivals? Well if you spec up an Audi Q5, BMW X3, Jaguar F-Pace or even a Mercedes GLC to match the R-Design Pro, then you will find that the Volvo is actually competitively priced.

Over the last few months there have been some really good lease deals on the XC60, making it much more affordable than competitors. How the residuals will compare in the medium term is yet to be seen, but a high-specification car like the Volvo XC60 should hold value well.

An important factor in a car’s value for money is how you feel when you spend time with it. Does it feel like a £50k car? And with the XC60, the answer is an astounding yes. Volvo’s biggest challenge is getting people to consider their cars. Anyone who stepped into the XC60 was thoroughly impressed.

There was, however, a reoccurring theme of “Volvo wouldn’t have been on my radar”. So my message to you BMW and Mercedes drivers: go and try a Volvo!

Facts and Figures

The post REVIEW – Volvo XC60 R-Design Pro appeared first on Simply Motor.

It’s fair to say that Volvo has revitalised its brand over the last few years. 2017 was a particularly good year, with sales stable in a market that showed decline. The best-selling Volvo in 2017 was the XC60, a car that had a new model launched in the year. Building on the success of the new XC90 and S90/V90, Volvo has given the XC60 a very high-end feel. And the new range of engines across the model line-up offer a blend of performance and efficiency. My test car was the top dog, featuring a twin-engine hybrid set up. Say hello then, to the Volvo XC60 T8.

Looks – 10/10

The outgoing XC60 was a decent looking car, but it was starting to look a little dated. Not anymore! Volvo has done a fantastic job with this car. At the front, the signature ‘Thor’s Hammer’ daytime running lights create a striking image, and identify the XC60 as a Volvo. The bumper design is angular, extending away from the large grille. The side profile is sleek and executive, and I particularly like the line above the rear door handles which significantly broadens the rear arches. At the back, yet more signature light shapes mean you will be able to identify the XC60 even in the dark. I will confess that at first, I was a little uncertain about the rear lights, as it looks like there is a bit missing below the rear window. But after looking at this for a little longer it grew on me. What is good about the XC60 is that even the entry level models look great: a testament to the styling.

Inside, the Volvo XC60 is a masterpiece. Anyone who has been in one of the newer Volvos – XC90, S90 or V90 – will know what I mean. My test car was finished in a blend of Blond and Charcoal leather, which was perfectly balanced. A highlight was the two-tone steering wheel, with a blond inner rim and charcoal outer. Standard inlays are aluminium, but there is an optional Linear Lime wood for those looking for a spot of conventional luxury. The 8-inch driver display is crisp, and allows you to customise the view to suite your taste. In the centre console a 9-inch display with portrait orientation is a wonderful styling touch, with the added practicality of being able to display a large amount of information whilst maintaining menu accessibility. And then there are the seats, which are slim and beautifully contoured. They invite you in, and once you’re sat down you can take in the sheer quality of the Volvo XC60.

Handling/Performance – 7/10

As I mentioned, my test car was the XC60 T8 which is a twin-engine hybrid setup. A 2.0-litre, turbocharged petrol engine drives the front wheels, and an electric motor drives the rear wheels. Whilst the T8 has efficiency in mind, it is also a powerful beast. Combined power output is 407PS (320 from the engine and 87 from the electric motor) and 400Nm of torque. The gearbox is an 8-speed ‘Geartronic’ automatic, and if you bury your right foot into the carpet 0-62mph is dealt with in an impressive 5.3 seconds. Top speed is 140mph. In a straight line, power delivery is strong, and the XC60 felt faster than I expected it to. For the most part the petrol engine is quiet, and on a long motorway cruise you can even forget it’s there. In hybrid mode, you do notice the engine turning on and off, but not in an intrusive way.

For the most part, the XC60 T8 is a delight to drive. My test car had the optional active chassis – “Four-C” (Continously Controlled Chassis Concept) – and it’s well worth the extra £1,500. The air suspension and adaptive damping adjusts to the road conditions and driving mode selected. In Comfort mode, the suspension is soft and cushioning. In Power mode it is lower and firmer. It finishes off what feels like a driver-oriented drive. There is just one problem, and that comes down to the quasi nature of the 4WD system. The full might of that 320PS petrol engine is sent to the front wheels, and under heavy acceleration it is a little too much for them to cope with, resulting in understeer. That takes away your confidence to really pedal this car on a good road. Having said that, the fact that Volvo has managed to configure the hybrid 4WD setup so the rear of the car doesn’t try to overtake the front is impressive enough.

Economy – 10/10

So you have 407PS at the mercy of your right foot. Ordinarily that would mean a requirement to refuel every 200 feet. But not in the XC60 T8; oh no. The hybrid setup means the batteries can assist the petrol engine most of the time. You can even select ‘Pure’ mode which is electric only, and is good for 20-30 miles. If you never undertake any longer journeys then you may only need to visit a petrol station once in a blue moon. On a combined cycle the XC60 T8 achieves 134.5mpg. But for this particular car I think ten different people would achieve ten completely different figures. CO2 emissions of just 49g/km make this a great choice for company car drivers. VED will cost you nothing in the first year. After this it will be £140 a year, plus the £310 surcharge for costing more than £40,000, applicable for the subsequent five years.

Practicality – 9/10

I drove the Volvo XC90 last year. Whilst I liked it – a lot, in fact – it is a very large vehicle. If you don’t require seven seats, then the beauty of the XC60 is that it has that same quality feel, but in a more village-friendly size. Don’t get me wrong: this isn’t a small car. There is heaps of space both front and back. The boot has ample space for the family dogs. The higher ride height makes loading and unloading children easier, and once inside you can rest assured that they will be kept safe: this is a Volvo after all. All XC60s get the “Intellisafe” package, which comprises City Safety with Steering Support, Lane Keeping Aid, Driver Alert Control, Road Sign Information, Run-off road Mitigation and Oncoming Lane Mitigation. Put simply, the XC60 is a kind, caring soul: an automotive bubble wrap. My only complaint, and it is a small one, is that due to the hybrid powertrain the XC60 T8 does not have a conventional 4WD system, and a tendency to understeer under heavy acceleration doesn’t inspire confidence.

Fun – 9/10

I am often taken by surprise when it comes to cars putting a smile on your face. Too many times, cars that should be fantastic on paper just lack that ‘spark’. And then there are cars like the Volvo XC60 T8. I thought it would be a little over-complicated. But this is actually a well-disguised petrolhead. I mean it has 407PS: unleash that and you’ll do well not to crack a smile. Then we have to mention the cabin again. It is so luxurious that it makes you want to find an excuse to drive. But what I liked most about the XC60 was its ability to win over the hearts of passengers. Despite recent efforts to shift brand perception, the reality is that Volvo is considered inferior to the likes of BMW and Audi. And that’s absolute nonsense, so it always makes me happy to see the penny drop, and a trip in the XC60 did just that. Oh, and if you’re willing to part with an additional £2,500 you can have the premium sound by Bowers & Wilkins. This transforms the car into the Gothenburg Concert Hall – the stereo can replicate the acoustics, I haven’t gone mad – and creates a wonderful atmosphere in the cabin.

Concluding Remarks

The Volvo XC60 T8 is a fabulous car. It is a harmonious blend of power, luxury and sophistication. The styling is fantastic: with a bold exterior presence and one of my favourite ever interiors. I have been so impressed with the XC60 that I am seriously considering one as our next car. But, if I’m honest, mine wouldn’t be the XC60 T8. Sure, the economy figures are impressive. But it isn’t a ‘proper’ 4WD, and I don’t need the complications of a hybrid. Come to think of it, I don’t need the added cost either: with the XC60 T8 costing from £57,600 – in R-Design Pro guise. The Inscription Pro test car, with a few options on it, cost £66,650. In this instance, more expensive doesn’t necessarily mean better. If it were me, I’d opt for a 2.0-litre T5 petrol R-Design Pro, an apparent bargain at £45,150. For more information or configure your own, head to the Volvo website. I really enjoyed spending some time with the Volvo XC60 T8, but now I must end this review, sell my organs and start saving up…

Total Score – 45/50

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I tested, and loved, the previous Volvo V60 Polestar in 2016. That one had the 3.0-litre straight six engine which was an absolute gem. I will admit to being a little reserved about the new model. Sure, it has more power than the last iteration, and a better gearbox. But it was the 2.0-litre, four-cylinder engine which caused me worry. Would it really be able to maintain the character – and noise – of the model I fell in love with? There was only one way to find out…

Looks – 8/10

The current V60 has been around since 2014, and a new model is expected at some point this year. For now though, there is a 2018 model of the Volvo V60 Polestar. It looks somewhat familiar, but look a little harder and you will spot carbon fibre detailing on the mirrors, front splitter and aero sills. Five colours are available, including an exclusive Cyan Racing Blue. The 20-inch alloy wheels have a glossy black diamond cut finish. The exhaust tips of the stainless steel performance exhaust wear the ‘Polestar’ name with pride. All in all, the Volvo V60 Polestar is understated. You have to look hard to suss out this is the performance model; and I think that’s a great thing. Sure, the Cyan Racing Blue is a bold colour, but the body lines are sleek and reserved. My test car was finished in black, and I dare say most people walking past wouldn’t look at it twice.

The interior of the Volvo V60 Polestar is largely similar to the ‘regular’ V60, but there are some really neat touches. I love the use of alcantara on the steering wheel, seats and gear gaiter; it brings a racing dynamic. And speaking of the seats, they are as comfortable as you would expect from a Volvo, whilst also being bucketed and supportive. There are some Polestar badges dotted around: on the Sensus screen when you start the car, embossed on the seats, and on the gear selector. Don’t get me wrong, this is a nicely-finished, premium-feeling interior, but it just feels a little dated. Especially when you consider the cabin quality of, say, the Volvo XC60. If I was about to spend £50,000 on a Volvo, I would probably expect a little more.

Handling/Performance – 10/10

The new engine in the Volvo V60 Polestar is a 2.0-litre, turbocharged petrol engine. It may be smaller – and have two fewer cylinders – than before, but on paper you soon forget it. Power is up from 350PS to 367PS, with torque dropping slightly by 30Nm to 470Nm. The new car also has a new 8-speed Geartronic gearbox. That results in a 0-62mph sprint of 4.8 seconds and on to a limited top speed of 155mph. Thanks to a Polestar sports exhaust, the charismatic noise remains. Flicking the car into sports mode opens up flaps in the exhaust to unleash its full song: it parps on the up-changes and blips on the way down. And, when you’re done being a hooligan for the day, you simply put it back into drive and carry on.

The Volvo V60 Polestar handles much better than you would expect a big estate car to. The main reason for this is that the Polestar gets Ohlins adjustable shock absorbers and dampers. I dare say most, if not all, will never be adjusted. But they don’t need to be either. The standard setup is a perfect blend of comfort, for motorway and city driving, and composed, for when you’re going more quickly on a bumpier B-road. To help bring this 1,773kg car to a swift halt, the Polestar is fitted with Brembo 6-piston calipers and 370mm floating discs. The steering is weighty and direct, with decent feedback as to what the front wheels are doing. Rounding off the Volvo V60 Polestar package is an AWD system that ensures you can put down all the power whenever you want, even in the wet.

Economy – 10/10

The new 2.0-litre engine, is a more fuel-efficient one. The 8-speed gearbox helps, as does start/stop technology. Combined fuel consumption is 34.9mpg, which represents a big improvement over the old car’s 27.7mpg. What’s more this isn’t an unobtainable figure. In fact, if you keep your right foot at bay – and I know that’s hard – then you can better these figures. CO2 emissions of 186g/km are a big improvement on the 237g/km of the previous car. First year VED is £800, but the old car would be £1,700 on the new regime! Gulp! As the Volvo V60 Polestar costs more than £40,000, it is also hit with the ‘expensive car’ tax of £310, meaning that subsequent years’ VED is £450 for five years. Not ideal, but then all of its rivals will be the same, so I can’t really knock the Volvo down for it.

Practicality – 10/10

So we’ve established that the Volvo V60 Polestar is a capable performance car. But what’s it like to live with every day? Well, the boot is big enough for the family Labrador, or the weekly big shop. The cabin is roomy, both front and back. And Volvo has taken the approach of throwing all the gadgets and options at the Polestar. There are no options per se: only accessories. The standard specification is comprehensive, and to list it here would use up far too much space. However I can give you a snippet: heated front and outer rear seats. Heated steering wheel. Keyless entry and drive. Sensus Connect with Premium Sound by Harmon Kardon. Adaptive cruise control. Reversing camera. All standard on the Volvo V60 Polestar. The result is a car that’s brilliant to live with. It’s a practical family car that will keep you calm and relaxed on any journey, whatever the traffic and road conditions may be.

Fun – 10/10

Some of you out there may find the notion of a Volvo estate car inherently dreary. But I would argue this is far from the truth. I mean for one, consider April 1994 when two liveried Volvo 850s lined up at Thruxton, instantly changing the British Touring Car Championship. Fast forward to 2018, and this V60 Polestar has some of that same touring car pedigree. It has the performance to kick you in the back. The Ohlins suspension works on the track, and the exhaust note makes you feel like you’re in a race car. What really makes you smile is the shock factor, because the subtlety of the Volvo V60 Polestar leaves fellow motorists unaware of its performance capabilities. Most people pulling up against you at the lights are in for an embarrassing outcome, and I loved it.

Concluding Remarks

After spending a week with the Volvo V60 Polestar, I definitely wasn’t ready to hand it back. This car has successfully dispelled all my reservations and won me over once again. The new engine is every bit as charismatic as the old 3.0-litre, but with more power, an improved gearbox and better fuel consumption. To see for yourself head over to the Volvo website. The are two problems with the V60. Firstly, the latest Volvo models (XC90, S90 and the likes) have much, much nicer interiors. The V60 actually feels a little dated inside. Secondly, is the price. The Volvo V60 Polestar costs £50,765 on the road. That is quite pricy, in fact it is more expensive than both the Mercedes C43 AMG Estate and BMW 340i Touring. Having said that, it wouldn’t stop me owning one. The Volvo V60 Polestar is, for me, the ultimate Q-car. Unsuspecting motorists; watch out!

Total Score – 48/50

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I  have always sung the praises of Volvo. And it would appear that over the last year or so, people are starting to realise why. They offer innovative technology, and are at the forefront of automotive safety. But where they have previously struggled is in making desirable cars. People still have it in their head that a Volvo is a big, boxy estate car; and that couldn’t be much further than the truth. If you read my review of the XC90 a few months ago, you’ll see what I mean. Continuing with the ‘90s’ I grabbed an S90 for a week. This is Volvo’s executive saloon, rival to the BMW 5 Series and Audi A6. So can the Swede defeat the Germans in the battle of the businessman? Time to find out…

Looks – 10/10

The newest generation of Volvo is without doubt the best looking yet. It started with the XC90, and now the S90 saloon and V90 estate. These have been followed by the new XC60, which I will be testing later in the year. Pride of place up front are the Thor hammer LED daytime running lights: creating a unique and recognisable image in the rear-view mirror of other motorists. The lines are sleek and executive. The Inscription model gets 18-inch alloy wheels, and at the back you get twin exhaust pipes and the Volvo letters sunken in the middle of the tailgate. The tail lights are ‘C’ shaped and a bit space age, and the whole car has a modern executive feel to it. The S90 looks great wherever you park it, from the office to the supermarket, and will easily pass the shop window style test. And if, like me, you like a bit of sportiness in your car, then you should opt for the R-Design, which adds some bigger bumpers and wheels to give a more aggressive stance.

Inside the S90 is every bit as luxurious as the XC90 I previously tested. The cabin is filled with materials from the far end of the periodic table, and every last detail has been finished to the highest quality. The leather is soft and opulent. The linear walnut inlays are very luxurious, and complimented the Blond/Charcoal interior combination. The carpet is higher quality than you would find in most houses. The centrepiece of the dashboard is the 9-inch touch screen display, which looks like a tablet thanks to its portrait orientation. The instrument cluster is an 8-inch TFT display, which can be customised to provide the right ambiance for you. Then you get down to the smallest of details that make the S90 look great: from the slim, rimless rear-view mirror to the engine starter which is a twist knob as opposed to the common button. I said it with the XC90, and I’ll say it again: you’d have to look hard to find a nicer interior in any car currently on sale.

Handling/Performance –10/10

There are a three engine choices for the S90- from the 190PS D4 diesel engine to the 407PS of the T8 twin-engine hybrid. Mine had the one in the middle: the 2.0-litre D5 PowerPulse diesel engine. It offers a respectable 235PS and 480Nm of torque. This is sent to all four wheels via an 8-speed automatic gearbox. And because the S90 is relatively light for its size (kerb weight of 1,763kg) that makes it reasonably sprightly. 0-62mph takes 7.0 seconds and the top speed is 145mph. Motorway cruising is bliss thanks to that 8th gear and the quietness of the cabin: you can converse with fellow passengers at the volume of a whisper. Power delivery is constant thanks to that superb gearbox, and the AWD system means you can use all that power, all the time. Volvo has claimed that all its cars will have an electric motor of sorts by 2020, so the next few years will be interesting to see what they’ve got up their sleeves!

Be under no illusions, the S90 is a big car. It’s the length of a cruise liner and the width of an American, so you would be forgiven for expecting it have the cornering ability of a conservatory. But that’s not the case. The AWD system provides grip through all corners, at rather brisk speeds, whatever the weather. And underneath the large saloon body is a car designed with the driver in mind. So the steering is nicely weighted, and responsive. And my car had been specified with the Active Four-C Chassis (£1,500). It comprises four corner adaptive damping with rear air suspension. This makes the S90 versatile. In ‘Comfort’ mode, it is especially comfortable. But in ‘Dynamic’ mode it firms up and ensures the S90 doesn’t wallow around on a B-road. Sure, this isn’t as agile as a hot hatch, but it does pretty well.

Economy – 10/10

Although I loved the old Volvo 5-cylinder diesel engines, and I miss that characteristic ‘warble’, the new D5 PowerPulse unit is enough to make me get over it. As well as the power described above, you will be pleased to know that they are surprisingly efficient too.Combined fuel consumption is 58.9mpg: impressive for a nigh-on 5metre long executive saloon car. Start stop technology and the 8-speed gearbox help matters for sure. CO2 emissions from the 2.0-litre, 4-cylinder D5 engine are 127g/km. Under the new road tax regime the first year rate will be £160, and £140 thereafter. Be aware though, there will be a £310 surcharge due to the car costing more than £40,000. We can grumble about the new regime all we want: it is what it is. And if you choose a 5 Series over the S90 you’ll have the same issue.

Practicality – 10/10

The S90, thanks to its sizeable exterior dimensions, has a rather spacious cabin. Rear seat passengers can be on the bean-pole side of 6ft tall and still be comfortable. And because Volvo want the ‘90’ series to be synonymous with luxury, they’ve made sure to equip the S90 with an impressive list of standard equipment. Even the ‘base’ models- if you can call them that- get the 9-inch centre console touch screen, City Safety including pedestrian and large animal detection, PilotAssist semi-autonomous driving for the motorway, LED headlights with active high beam, power tailgate and leather upholstery. My car had the Xenium pack which includes the 360-degree parking camera and Park Assist Pilot: automatic parallel and perpendicular parking. Front seat massage function is £650, but is worth every penny: it makes motorway traffic bearable.

Fun – 10/10

The most expensive option on my test car was the premium sound by Bowers & Wilkins. It costs £3,000 which, I admit, is a lot. But the ambiance it creates in the cabin is astounding. You think you know your favourite songs, but this stereo brings them to the next level, you hear sounds and beats you’ve never noticed before. The driving dynamics of the S90 also make it a great car to head out and enjoy your favourite roads. Picture this: your favourite country road, your favourite song playing out through the B&W stereo, and the sculpted seat caressing and massaging your back as you go. Do you need more to make you want to grab the keys and go for a drive? I also enjoyed the looks on people’s faces when they experienced the S90. And a few actually said it was the best car they’d ever been in. The fact that this came from a BMW driver, in my mind, speaks volumes.

Concluding Remarks

My week with the S90 came and went rather quickly. Throughout that time I covered many miles, on many different roads. And what resonated with me is just how well the S90 coped with them all. It is, in my eyes, perfect. From the sleek, sculpted lines of the exterior, to every last piece of plastic and walnut in the cabin, the S90 oozes quality. The engines are great: balancing performance with efficiency in delightful harmony, and offering AWD capability and composure. The optional active chassis is a great option: with 4-corner adaptive dampers and rear air suspension making the S90 versatile, whatever the road conditions. And lastly, the S90 is excellent value for money. The range starts at under £34,000. For more information head to your local dealer or log on to the Volvo website. The D5 Inscription I tested that becomes £43,000 and with a few options my test car was around £55,000. That makes it quite a bit cheaper than a 5 Series with a similar specification, and when you consider features such as PilotAssist, the Volvo almost becomes the obvious choice. Now there’s a bold conclusion.

Total Score – 50/50

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You may recall that I recently reviewed the new Volvo XC90 and absolutely loved it. That was the D5 diesel version, but there is an all-new powertrain aiming to take Volvo to all new heights. Called the T8, it is a twin-engine system with both turbocharged petrol and electric motors working harmoniously to offer a blend of driveability and efficiency. Yet despite the green credentials this is, on the surface, still an XC90. It promises solid build quality, top-class refinement and, above all, uncompromised luxury. But how would it make good on those promises? I unplugged it, got in and set about finding out.

Looks – 10/10

The XC90 is a handsome beast. This time around I was driving an Inscription model, which is more luxury than the sporty R-Design I tested previously. The basic body shape remains, with a smooth, sleek design. At the front the Thor’s Hammer LED daytime running lights are a standout feature, and the square shape of the car is just rounded enough at the edges to balance out size and stature with sleekness. 20-inch alloys sit nicely under the arches. To the rear, twin exhausts are neatly integrated into the rear bumper. The smooth, sweeping lines on the boot blend nicely with the rear lights. A subtle roof spoiler completes a well-rounded body shape. Finished in Crystal White my test car looked very executive, and turned heads wherever it went.

On the inside the XC90 is in a world of its own. It might well be a bold claim, but I think this is one of the best interiors on sale today. Short of buying a Bentley, there are fewer more luxurious-feeling cabins in any car. My test car featured a walnut finisher to compliment the Nappa leather interior. The multimedia screen is like an iPad mounted into the dashboard. The seats are sumptuous and welcoming. There are small details which make a big difference: there is a twist-knob to start the engine as opposed to the usual push button. The drive select wheel is a scroll and click. The T8 also gets a clear gear selector which sets it apart from other models. The interior just feels high end. It’s well built, and all the materials are of the highest quality. Put simply, it’s just a wonderful place to be.

Handling/Performance – 9/10

The XC90 T8 uses a twin engine system. At the front there is a 2.0-litre, turbocharged petrol engine which powers the front wheels. It produces a monstrous 320PS and 400Nm of torque. At the back there is an electric motor which powers the rear wheels. That produces 87PS and 240Nm of torque. Shove the XC90 into ‘Power’ mode and unleash over 400PS of power. The T8 is a seriously quick car; able to get from 0-62mph in 5.6 seconds and on to a top speed of 140mph. Power is always available thanks to the instantly-available torque of the electric motor, and once the petrol engine gets into its stride it pulls right through the rev range. Even in ‘Pure’ electric mode, the XC90 still feels mobile. I should also say that the hybrid system transitions smoothly; the switch from electric to petrol to both is barely noticeable from behind the wheel.

My test car was fitted with the optional four-corner air suspension (£2,150) and I couldn’t imagine an XC90 without one. I haven’t driven the standard setup, but have heard that it is a little firm. With the air suspension the car adapts to both the road and the drive mode to deliver the required performance. It can hunker down in power mode to minimise body roll. And in everyday ‘Hybrid’ mode it floats over bumps, isolating the driver from the broken surface of our roads. The easy access function also helps short folk (like me) get out without the need to abseil. There is, however, one quirk to the handling. You see the 4WD system in the T8 is slightly different; with the petrol engine driving the front and electric motor driving the rear. Under full acceleration this is slightly imbalanced, and I found there was a tendency to understeer with a full 320PS going to the front wheels.

Economy – 10/10

In addition to the heavy-hitting performance figures, the T8 boasts some impressive economy figures. Thanks to the twin-engine hybrid setup, and the very clever brain that operates it seamlessly and effectively, CO2 emissions in the T8 are a mere 49g/km, putting it in VED band A. Road tax will be free in the first and subsequent years. Company car drivers will attract a 5% BIK, and for capital allowances 100% First Year Allowance (FYA) is available to companies. Combined fuel consumption is quoted as 134.5mpg, but in truth this is very subjective. Drive on short journeys to the village and back, and you won’t use any fuel at all. Go on long motorway drives and once the battery runs low you’ll use quite a lot. It all depends on the type of driving you’ll be doing.

Practicality – 9/10

The XC90 is a proper 7-seater. Even with the rearmost seats up, you can still fit a few shopping bags in the boot. And I actually found the rear seats usable. Granted, I’m not the tallest of men. But I could have travelled in the back, and that shows how spacious and comfortable the XC90 is. The Sensus Connect system featured the optional Apple Car Play (£300) which makes the integration of your iPhone completely effortless. The four-corner air suspension (£2,150) adapts the dynamics to suit your chosen drive mode, but can also be raised and lowered from inside the boot to aid loading, which is a nice touch. The level of tech on the XC90 is simply mind-blowing, and in particular the safety features. From City Safety- which includes pedestrian, cyclist and large animal detection- to semi-autonomous pilot assist- which takes all the effort out of motorway driving- the Volvo does it all. The only downside to the T8 is having to charge it, and in particular how this model is less suited to longer commutes than its diesel sibling.

Fun – 10/10

Getting your head round all the tech in the T8 is great fun. There are so many menus to navigate and settings to customise that can set the car up exactly to your taste. And if you stick it in power mode, the resulting thump in the back will surprise passengers and fellow motorists alike. The most expensive option on my test car was the £3,000 Sensus Connect with premium sound by Bowers and Wilkins. Volvo say that this sound system can turn the XC90 into an acoustic replica of the Gothenburg Concert hall. Unfortunately I can’t verify that; I’ve never been to Gothenburg. But what I can tell you is that the Bowers and Wilkins sound system is absolutely superb. It’s so crisp, so clear. Your favourite songs come to life, and you become encapsulated in the XC90’s cabin. It’s like a safe haven; a happy place.

Concluding Remarks

And there you have it; the Volvo XC90 T8. The refinement and luxury is still there, and is complimented by some enviable fuel consumption figures. The 4WD system is slightly different in the T8, and this did affect the handling characteristics. I can really see the appeal of the T8, and for the amount of short journeys I do it would really save me some money on fuel. Prices for the T8 Inscription I tested start at £64,555 although stick a few options on it and you end up at the £73,830 of my test car. For more information head over to your local dealership or log on to the Volvo website. The XC90 T8; proving that powerful 4×4’s don’t need to be thirsty.

Total Score – 48/50

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