Thanks for the in person review. Hopefully V90 has same chassis that works the same well. Then it is just matter of color choices to think about.

 

Hopefully V90 has same chassis that works the same well. Then it is just matter of color choices to think about.

The V90 has the same chassis as the S90, which is lowered and definitely firmer. It does a great job of handling rough road but when you get to big bumps you feel them more than in the Cross Country. Washboard surfaces are rougher in the Inscription. This is with the air suspension in both cars, I have not driven any SPA Volvo's without the air suspension and 4C. I don't think I'd want to. The dampening is needed with such a low and firm spring setup. I'm pretty sure the Inscription sits low compared to the outgoing P3 models.

However, the SPA Inscription chassis is a bit better than the P3 60-series R-Design chassis. Better handling and better comfort.

I'm curious what the R-Design will be like. ... But the lack of steering feedback seems to be a recurrent thing in the SPA platform, like it's over-assisted. I'm not a huge fan of that at all.

The S90 Inscription's steering felt artificially heavy, while the V90 Cross Country's felt just right. Neither is really over-assisted in my opinion, but because it's not hydraulic you just won't get the same feedback. So it does feel numb like over-assisted hydraulic power steering would.

In a hydraulic power steering vehicle, changes to torque at the wheels (because of changes in resistance, such as when the wheels slip) also affect the power steering fluid delivery and power steering "boost" (because the pump is driven by a belt driven by the engine). In a car with good steering feel, you not only feel the physical connection to the steering assembly, but also the changes in the fluid delivery through subtle vibrations the steering wheel. As the car accelerates with full traction, you get a sense of it biting the road. When you turn the wheels and the tires begin to turn at different rates, you can feel traction loss at either side (the rack and pinion is not centered and so the attenuation rate is actually different depending on which side is losing traction). An attentive driver can subconsciously learn what it feels like when the wheels are slipping once they've spent enough time behind the wheel of a car.

In an electric power steering vehicle, the traction-based feedback is entirely simulated based on the car's electronic sensors. It's just not the same. It probably never will be. My wife's Tucson has electric power steering and when it started sliding on the ice the other day I could only tell because of the way the car was moving. With my V60, if the wheels lose traction the steering immediately feels "smoother" and loses that "biting" feeling I've learned to trust. The Tucson always has a fake bite which makes you overconfident in its handling. The stability control light will start blinking to indicate it's operating and steering will feel no different. That's because Hyundai makes **** cars. With the SPA Volvo, there's some simulated changes in resistance, but you won't feel changes in pulses and vibration from the power steering pump like you would if it's Hydraulic.

Also, while the powertrain in the T6 is better than all others except for the 3.0L T6, how do you feel the car performed (acceleration, maintaining cruising speed, downshifting, etc) pre-Polestar optimization?

Acceleration was smooth, linear, and felt about as fast as C&D is estimating the car to be (0-60 in a little under 6.0 seconds, 1/4 mile in around 14.5s). It sounded rough in a sporty way and could get a little loud in Dynamic, but not in a bad way that would frustrate me. The exhaust actually sounded pretty nice... for a 4-cylinder. Shifts were very quick and only got a little rough in Dynamic under throttle levels.

Maintaining speed was effortless. Kickdown threshold, throttle response, and shift points were completely AARP and that is why I'm going for the Polestar tune.

While everything felt right, engine noise wasn't as smooth and quiet as the Lexus RX350 or an XC70 with the 3.2, but it felt much quicker and sounded more aggressive under 3/4 throttle. I definitely prefer the sound of the 2.0L T6 to the sound of the RX or XC70's transmission whine. And actual acceleration was probably about as smooth and linear as a good NA 6-cylinder.

 

Great review, Matt. I'm curious what the R-Design will be like. Lower with more "street-oriented" tires. But the lack of steering feedback seems to be a recurrent thing in the SPA platform, like it's over-assisted. I'm not a huge fan of that at all.

Also, while the powertrain in the T6 is better than all others except for the 3.0L T6, how do you feel the car performed (acceleration, maintaining cruising speed, downshifting, etc) pre-Polestar optimization?

 

Matt - thanks for decent review instead of all the reviews of the CC being driven on frozen lake.

So relieved to hear it handles better than other cross country Volvos of the past.

Can't wait to drive it in the flesh..


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All this aside, where are you on the start stop technology on the V90 CC?

 

I didn't even notice it was working until I switched to Dnyamic at a stoplight and the engine started back up.

It seems much better and far less noticeable than on the P3 cars.

At the same time, I will probably use an Individual profile every time I drive so I know I can easily shut if off every time if needed.

 

Great write up and info Matt. Thanks. I like your take on electric steering, seems spot on. I have a BMW 228i M sport and the steering is as you described and the weakest part of the car... I think it is just the way it is with electric vs. hydraulic.

 

Thanks. I am test driving the V90 CC Tuesday honestly, my biggest fear is all these chip glitches; I am pretty limited in that bad back issues and VOLVOs are an excellent combo, I never have any back troubles driving my XC70; therefore I am leaning towards plunking down the dough and getting the new CC.

 

This is a fantastic review, thank you Matt. The RD is in for service weds and I just now saw that my dealer claims to have a V90CC in inventory. Gonna reach out tomorrow and see if it is in fact there, and if so if I can perhaps arrange a test drive.


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Drove the V90 CC today. CONGRATULATIONS to VOLVO on a truly gorgeous , well balanced car. Amazing.

 

Any ideas of V90CC vs V90 In AWD T6 flavor? I'm thinking nonCC with lower center of gravity is safer car. Comments?


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I personally need the height because I go into gravel roads, non paved back roads, etc.

 

A higher car (higher seating position, higher bumpers, and higher structural members) is actually statistically safer when involved in an accident. It also provides improved visibility.

When you talk about the lower center of gravity being safer, you're talking about in emergency maneuvers. You'd be amazed at how well the suspension and electronic stability control system performs on a Volvo Cross Country when it's put under very high loads, such as during an emergency maneuver. I've had to emergency maneuver a 2007 XC70 at 80mph around a construction truck in the left lane doing about 20mph after coming around a blind corner down a steep hill. We're talking very hard steering crank trying to switch just one lane with other cars around and no opportunity to stop or slow down without hitting this truck. The car performed flawlessly and I felt completely 100% in control immediately after and during my lane shift.

So no, the lower car probably isn't safer in any meaningful way.

The other thing to consider is that this is a larger vehicle with a long wheelbase. On a car like a 911 or Golf with a sub 100" wheelbase and a low weight, a higher ride height will result more compromised handling. So if we were talking about a VW Golf vs a Tiguan, neither of which is particularly crash worthy, I think this would be a bigger consideration. On a longer luxury car, the extra height doesn't necessarily compromise maneuverability in the same way. Especially with a widened track. The center of gravity may be higher, but the vehicle's weight is spread over a much wider and longer area and this makes it much more stable as center of gravity increases.

 

I've had to emergency maneuver a 2007 XC70 at 80mph around a construction truck in the left lane doing about 20mph after coming around a blind corner down a steep hill. We're talking very hard steering crank trying to switch just one lane with other cars around and no opportunity to stop or slow down without hitting this truck. The car performed flawlessly and I felt completely 100% in control immediately after and during my lane shift.

I had a very similar experience in my '03 XC70. 50 mph closing speed with the cab of a semi that suddenly pulled into my lane. I'd like to think the car would have saved me if I hit it, but in the split second I had to react I swerved into the next lane - didn't even have time to look - and figured a sideswipe probably wouldn't be fatal. Luckily the next lane was clear and I was able to swerve around the truck without losing control or causing anyone else trouble. Loved that car.

 

"The S90 Inscription's steering felt artificially heavy, while the V90 Cross Country's felt just right. Neither is really over-assisted in my opinion, but because it's not hydraulic you just won't get the same feedback. So it does feel numb like over-assisted hydraulic power steering would.

In a hydraulic power steering vehicle, changes to torque at the wheels (because of changes in resistance, such as when the wheels slip) also affect the power steering fluid delivery and power steering "boost" (because the pump is driven by a belt driven by the engine). In a car with good steering feel, you not only feel the physical connection to the steering assembly, but also the changes in the fluid delivery through subtle vibrations the steering wheel. As the car accelerates with full traction, you get a sense of it biting the road. When you turn the wheels and the tires begin to turn at different rates, you can feel traction loss at either side (the rack and pinion is not centered and so the attenuation rate is actually different depending on which side is losing traction). An attentive driver can subconsciously learn what it feels like when the wheels are slipping once they've spent enough time behind the wheel of a car.

In an electric power steering vehicle, the traction-based feedback is entirely simulated based on the car's electronic sensors. It's just not the same. It probably never will be. My wife's Tucson has electric power steering and when it started sliding on the ice the other day I could only tell because of the way the car was moving. With my V60, if the wheels lose traction the steering immediately feels "smoother" and loses that "biting" feeling I've learned to trust. The Tucson always has a fake bite which makes you overconfident in its handling. The stability control light will start blinking to indicate it's operating and steering will feel no different. That's because Hyundai makes **** cars. With the SPA Volvo, there's some simulated changes in resistance, but you won't feel changes in pulses and vibration from the power steering pump like you would if it's Hydraulic. "

Well, take a new Jag XF which has the new elect. steering system for a test drive - best in the business. Great feel and feedback. So, yes it can be done if the engineers make it top priority.

 

Well, take a new Jag XF which has the new elect. steering system for a test drive - best in the business. Great feel and feedback. So, yes it can be done if the engineers make it top priority.

BMW has managed to fine-tune their electric assist, as well. It was hated when they first switched to it, but they have done wonders with it lately. Still not the same as the hydraulic setup they used so effectively back in the day, but definitely much better.

I've driven both and neither is really any better than the V90 Cross Country was, but both were better than the S90.

None of these recreates the experience of hydraulic power steering.

The Jaguar had perfect ramp up of resistance at speed but did not really compensate for changes in road surface and traction as well as the Volvo did.

The BMW just feels artificially heavy in Sport and even in whatever they call their normal drive mode it's fatigue-inducing because they seem to be trying to recreate some weight dead center when it does nothing but give the drive something to work past every time they turn the car. Honestly after driving the 4-series and X3 and X5 I feel like anyone who buys a low- or mid-range BMW is making a huge mistake. There are much better cars out there for the money unless staying flat through turns is really all you care about.

 

BMW has managed to fine-tune their electric assist, as well. It was hated when they first switched to it, but they have done wonders with it lately. Still not the same as the hydraulic setup they used so effectively back in the day, but definitely much better.

 

First off My 2008 V70 has made me a Volvo owner and I love these cars.
I test drove a Loaded V90CC the other day and absolutely fell in love with the car. While I say that I was amazed at the way the
WHOLE car worked. The T6 was MORE power than I need and the AWD system while not tested, I prefer FWD.
For Me, a RDesign T5 with a few options would be a fine car for me to have. Combining some of my past with the future
of what will be new in vehicles.

 

I'm with you: I prefer the T5 FWD Volvos to the T6 AWD models. I neither need nor want the additional power, greater noise, and premium gas demand of the T6, and FWD is perfectly adequate for us here in SE MA on the coast, as we don't get all that much snow. Gotta love that Gulf Stream effect. However, if I lived in Rochester, I would probably opt for an AWD model, given the amount of lake effect snow you folks get most winters. And on some new Volvo models, you can actually get a T5 AWD option. Just a thought.

PS: I really loved my former 2010 V70, and my next Volvo will be the new SPA V90 -- in the T5 Inscription trim.

 

The V90CC has 8.5 inches of ground clearance, not bad at all, two inches higher than the current XC70.

Does the car have to be in off-road mode to achieve that height or is that in dynamic mode too?

One considerable aspect to my XC60 decision (besides the wife pointing out I had no input on the matter and we were getting it) was the 9.1 inch ground clearance. In snow and ice that's very nice to have.

I enjoyed reading this review! Thanks!

 

The V90CC has 8.5 inches of ground clearance, not bad at all, two inches higher than the current XC70.

Does the car have to be in off-road mode to achieve that height or is that in dynamic mode too?

One considerable aspect to my XC60 decision (besides the wife pointing out I had no input on the matter and we were getting it) was the 9.1 inch ground clearance. In snow and ice that's very nice to have.

I enjoyed reading this review! Thanks!

What? Current XC70 is 8.3 inches. How's that work? [emoji848]

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As I said before BLIZZAKS on all four tires for winter(New England). I am driving a 2009 XC70 T6, NEVER had an issue with these tires.

 

I have the DriveE engine and the owner's manual says that regular is fine. You give up a few horsepower but around here, premium is 80 cents/gallon more than regular so my car always gets regular.

 

Yes, regular will do for the S90 T5.

 

Just wrapped-up a 10-15 mile drive of a fully loaded v90 CC. Luxury/HUD/B&W/air suspension/etc.


Summary : I am very impressed with this car on every level at a minimum. Definitely happy with my decision to get one. April can't come soon enough. I suspect there's a ton I don't know yet, since there's so many settings.

DETAILS:

Road comfort:

- great even in dynamic mode.
- in comfort mode, it was plush without feeling like an old Buick or even my departed 2003 xc70.
- for comparison, getting back into my wife's 2013 Lexus rx350, I noticed immediately how much harsher, it was over potholes and other road imperfections. The weird thing was I could still feel the road, except every road was

Road Handling:

In dynamic mode it's firm but not jarring. it's like they dialed back 50% of the plushness.

It's not overly harsh like my 2007 v70R in "advanced" mode. It felt like somewhere in between "normal" and "sport" mode on my v70R.

The turning diameter is much tighter than my prior two Volvo wagons.

The braking is surprisingly good for something of this weight.

The steering is slightly weighted but not artificially so - even on normal mode.

Handles well enough that I wont miss my vw sportwagen.

I threw it into some tight corners and some fast u turns and it never surprised me. I did one right turn into a parking lot followed by a left turn u turn followed by re-entering the main road.

What surprised me I felt a whisper of the bump as I went over the concrete threshold of the parking lot. It also didn't lean too much as I took a u-turn at speed. Don't think my salesman was feeling well after that stunt.

Interior:
Fit and finish is what everyone's already either already read or said - good enough to go toe-to-toe with MB or BMW or Audi. Light years ahead of whats in the v60 - sorry.

The seats had rich but supple perforated leather. The legendary comfort in Volvos seems to have been turned up a notch or four

Massaging seats were a great. I was afraid it would be nothing more than the power side bolsters and the lumbar slowly moving up and down.

The amount of precision, speed and effort that I felt on my back was amazing. My only concern is not being alert enough due to the massage feature.

The settings for massage are a little weird. BUT i only had the sales guy explain it me. I assume if had time to read the manual it would make sense.

The seat heaters seem to be much improved coverage over the ones in my other two volvos.

AND the seats didn't feel like I'd end up with third degree burns - like my tdi sportwagen.

The Dashboard was wrapped in leather and had firm thin padding. I thought it was great.

The dashboard gauge themes should be user configurable. Right now you can only pick predefined themes. My favorite was "minimal" but. Didn't like the beige bar for the fuel gauge.

Overall road noise is hardly noticeable from inside.


Ergonomics:

Love how theres very little clutter or buttons. It's all about the iPad sized screen in the middle. Everything and I do mean EVERYTHING can be done through there.

Window, sunroof controls are exactly where you need them.

Love the fact the rear view mirror is frameless mirror - seems to make it bigger. The three buttons for home link are on the bottom left edge of the RVM - which is great from a reach perspective while discreetly hiding the buttons.

Autonomous driving:

really great.

I was only able to get it up to about 45-55mph in easy flowing highway traffic. Most of the time it worked amazing well. On some sections it wouldn't work since the lane markers weren't clear enough.

It is a little unnerving in my brief exposure since it brakes much later and with more effort than I would if I had been driving.

It did one double snaking turn with no issue.

The steering corrections are very smooth.

But one time it veered left when there was a large exit lane. I think it thought the road went to the right.

Performance:

300+ hp - it's definitely fast enough. Coupled with the quietness, the speed sneaks up on you.


In fact one time hitting an entrance ramp in dynamic mode it was must faster than I expected. Was hoping to just get into middle lane, but I was almost entering the far left lane before I knew what happened! I was very impressed.

Can't wait to see how much quicker it will be with Polestar tune I've added which brings more mid-range torque.

Concerns/Criticisms:

1. The amount of gadgets/electronics worry me in terms of long terms stability. But I have faith in Volvo new owners - since they seem to be giving Volvo enough breadth to build the cars they want.

2. The blind spot indicator could use more contrast. It's three thin lights that curve around the top outer corner of each side view mirror. Barely noticed it while I driving and switching lane. I'm sure it'll be better at night time.

2. The knob or barrel for changing driving mode is a cool idea but there were times I was coming up to a turn or about to go over rough road it took too long to make changes. The knob should have been further fwd - right know I have to move my arm too far back to reach the knob. It should also be more grippy or knurled roughly so it's easier to change with.

The knob does seem to be die-cast metal (plastic) not real metal. Time will tell if the plastic starts showing with wear.

3. IMO the starter knob should be more rectangular or triangular and not a squoval (square w/ rounded corners).

Or a better solution would have been to let the starter knob be twistable to change the driving mode. Then there's also a visual cue into what driving mode.

And the barrel should be a push to start , and second push down with a pop-up to stop. It also next to the emergency brake button.

But let me be very clear. This is nano-nit-picking compared to the vomit that passes as design and controls in my wife's Lexus RX.

Conclusion:

The biggest take away for me is that they don't try to use harshness as a mistaken substitute for road feedback. I always knew what the car was doing and I was never felt the car dove or undesteer even on loose gravel..

This is a great car that would sell for minimum $10K more by Volvo's competitors.

Even more the style is unique and original - minimalism and subtlety over brashness or loudness-look-at-me styling.

I'm a fierce believer in the power of private enterprise and private markets to foster better ideas and products. I'm also a huge disciple of form following function.

And the Chinese/Geely have in just these models (XC/S/V 90) done what Ford could/would not do for all the years they owned Volvo. Just imagine what the next 60 series will be like!

I think Geely have seen the success of Honda and Toyota and more recently Hyundai to have set very high goals. But unlike those three they are not offering value to the mid class. They are clearly here to disrupt/undercut the luxury car competition. They also have the deep pockets and patience to make it happen. I would be VERY worried if I was any of the big 3 or 4 luxury car makes.





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Thanks for taking the time to share your thoughts TIV70R.

What surprised me I felt a whisper of the bump as I went over the concrete threshold of the parking lot.

One thing I've learned over the past few years is that this is actually a great way to compare a good suspension to a crappy one.

When I test drove the Hyundai Santa Fe Sport, everything felt okay until I drove it over the curb back into the parking lot and it felt like the car had fallen off a cliff.

The Buick and BMW 4-series also really showed their weaknesses in this situation.

But even the regular S90 and cars like the X5 and E-Class sedan handled these same curbs like a person climbing stairs instead of jumping off a cliff.

Massaging seats were a great. I was afraid it would be nothing more than the power side bolsters and the lumbar slowly moving up and down.

The amount of precision, speed and effort that I felt on my back was amazing. My only concern is not being alert enough due to the massage feature.

The settings for massage are a little weird. BUT i only had the sales guy explain it me. I assume if had time to read the manual it would make sense.

The manual sadly doesn't say much about these. If I recall, it's just "twist the wheel and use the screen to choose the settings you want."

I want to try them but I've never had them and never thought I needed them until someone said "what about these," so I'm going to just pretend they don't exist I think.

We're going back Monday to order. Who knows, maybe I'll splurge...

 

Great review TIV70R! All these enthusiast-written first-drive reviews are getting me excited to take this car for a spin next Weds.


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Great review TIV70R! All these enthusiast-written first-drive reviews are getting me excited to take this car for a spin next Weds.

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Just to be clear this is not as sweet as my sweet V70R but ... it's definitely not a marshmallow mobile.

I live in Chicago and need to drive through crazy snow storm once or twice a winter.

I'll never own an SUV.

If this is anything like the xc70, it'll handle that with no issues AND everything extra talked about here.

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Love AWD for all the reasons Bmo Pete mentions. Not that FWD isn't fine most of the time, but if available and affordable I'll always choose AWD. When the AWD T5 trim comes along in a year or 2 (as is the usual marketing strategy) it will be the best seller anyplace there is snow and all that dealers will be ordering for their own inventory.

 

I would consider FWD for a V90, but having a FWD Cross Country seems like sacrilege.

One of the problems with the V90 FWD though is no air suspension with 4C, and that means a much less compliant ride.

Also, many reviews suggested that the 90-series Dynamic mode functions like DSTC Sport in the 60-series Polestar cars, putting more torque to the rear at all times to give a more sporty drive. I find that exciting. And while I might not want to push a V90 R-Design to its limits, the S90 can hold .9g's on the skid pad with summer tires. That's very close to the grip of the S60 Polestar. Who knows what it would pull with Pilot Super Sports.

 

having a FWD Cross Country seems like sacrilege.

Werd!

 

There are many different types of auto enthusiasts out there. In the Volvo world, I've encountered at least four.

Yes, there are those of us who would be described as "petrol heads" who want 612hp Twin Turbo V12's in our tiny convertibles.

Then there are the track guys who don't want the V12 weighing them down through the turns but still love a wild drive in other ways.

Then there are those of us who think new cars are good for getting around but prefer to slowly and responsibly cruise around in an old P1800.

There are also those like volvobuff who are more excited about the new cars than the classics, but still aren't looking for the petrol head or track guy experience.

Oh, and then there's the Turbobricks crowd, which is a completely different category. So five.

 

THE one thing I want from a V90CC is snow and off road ability so I don't have to drive a truck.
When we purchased our 87 740GLE I started taking it hunting, it was that more comfortable than my Jeep Cherokee and when the XC70 came along, the Jeep went, actually it just fell apart and was towed away!
But the trucks they are building today are very comfortable!-Richard

 

Yeah, I don't believe that's correct.

The terminology is different in most markets. In North America it's marketed as the "Rear Air Suspension" or "Premium Air Suspension," but elsewhere it's generally referred to either as Active Chassis (basic translation, Swedish and other Nordic markets) or Active Four-C Chassis (UK). It's always got the rear air suspension.