All new Volvo XC90 D5: Review

It is no great surprise that after a decade in production Volvo's XC90 was quickly becoming outclassed by its rivals. This meant one thing, Volvo needed a new one and by that I don't just mean some new headlights grafted onto the front of a 10 year old design. No, I mean from the ground up, a brand new XC90 was needed. Well as luck would have it Volvo built one and I've been driving it for a whole week, so with new architecture underpinning it and a new range of engines has the XC90's rebirth been a success?

Whats the Volvo XC90 all about?

The XC90 has always been Volvo's answer to the Audi Q7, BMW X5 and Land Rover Discovery, meaning it's a big (almost 2 tonne) SUV capable of hauling up to 7 people around in absolute comfort. The "all new" one though, seriously it doesn't share a single thing with the old car apart from a name badge, aims to outdo the opposition. Featuring an interior straight from a book on how to be boutique, phenomenal performance/economy from a, you guessed it, brand new 2 litre turbo diesel and Volvo's now familiar safety technology. Oh and remember those things called buttons? Well inside the new XC90 don't expect to see many, they've gone the way of the flip phone. In their place sits a centrally mounted 12.3 inch ipad style touch screen controlling everything from the heated seats to the cars interior mood lighting.

Visually the XC90 clearly draws on its predecessor but crucially has been brought bang up to date, features like the high waistline crease, vertical tail lights, pumped wheel arches and big grill remain but the lines are just that bit crisper. I wouldn't go as far to say it's a pretty car but what SUV is? Instead I'd call it imposing and surely that's what an SUV should be anyway. Those LED headlights with active high beam are a triumph too, slim, simple yet hugely powerful they give the car a distinct face, night or day.

             

What its like inside?

Open the weighty door and we come to what I think is the XC90's best feature; the interior, albeit brown over wood over cream isn't everyone's cup of tea the ambiance screams boutique lounge bar. Seven leather covered seats come as standard in this serene interior, with the fronts electrically adjustable in every direction, both also have a memory function too. Second row passengers benefit from their own mini touch screen to control the A/C while right at the back you will find 2 full size seats and enough leg room to mean, finally, the back doesn't need to be reserved for children only. It's also worth noting that there is plenty of storage compartments in the back. However as I eluded too cream leather might not be the best choice for a family wagon, the test car was showing signs of engrained dirt after just 5500kms while the cream carpets weren't fairing well either. My personal opinion is that cream probably isn't the best colour combo for a car of lolly eating, brightly coloured juice drinking kids. I'd opt for a darker combo and feel easier not needing to carry a can of Vanish around with me all the time.

Anyway colour choice aside back to the front where that central touch screen dominates. It takes a little getting used to but soon I found the "pad" easy to navigate, it also responded well to touch, always doing what I asked. Gone are the days of analogue dials too it seems, replaced instead by a crisp screen showing speed, revs and either sat nav instructions or vehicle info in the centre. It's fully customisable too, so providing your willing to delve into the menus via the "pad" you can alter the dials themes and the amount of info displayed. For $300 the car I tested had the High Level Illumination pack fitted, although not a necessity by any means, the pack did help transform the cabin at night. Bathing the interior with low level lighting, it helped set off what was already a very high quality finish. And did I mention the car had real Walnut trim? Again this was a $700 option but wow did it make this car feel classy. All things considered the new XC90 is a very pleasant place to sit.

How does it drive?

Over the 6 days of driving the XC90 I managed to test it in the city, on the highway, in the countryside and even briefly off road. So its only right I break down this section in a simialr way to how the car breaks down it's driving modes by way of a little roller selector behind the gear stick. It gives you the choice between Eco, Comfort, Dynamic, Off Road and Individual. The latter allowing the driver to pick the best bits from each mode to make the driving experience truly personal (this is a $160 option though). I had it in Comfort most of the time, finding Eco just a bit too power sapping when you needed to get a move on.

The city, Sydney to be precise

Let me start with this cars least favourite environment but realistically the one where it will spend most of its time, the city. Active safety systems are a great thing, they help prevent accidents and crucially help to rule out that annoying thing we call human error. Being a Volvo the XC90 comes with systems like vehicle, pedestrian and cyclist mitigation and brake support, driver alert control and lane departure warning. However driving in congested Sydney streets these systems can get in the way. More than once the brake support activated despite me being in complete control of the car. I was braking I could see the car in front slowing yet the XC90 felt the need to slam the anchors on for me. Annoying, especially as it kills the engine and you have to slide it back into "P" to restart the engine! At just over 2000mm wide it's sheer size is a hindrance too, going down tight one way streets with cars parked either side had the parking sensors in hysterics. Another issue in the city was the gearbox,  it was a little sluggish when pulling away from lights or in stop start traffic, having not driven the other engine options I'm unsure if this is just an issue with the 2 litre but it certainly won't be winning any traffic light grand prix that's for sure. A few things save the XC in the city though. Those being the steering, which is light and when they are not shouting at you down a narrow street, the parking sensors and the rear view camera are vital. In something so big they all prove invaluable when manoeuvring. It's also worth saying that the self park function works well too, although the car did mount a kerb when I tried it out.

On the highway

On the highway though is where the XC90 shines; the engine shaking off any sluggish hesitation. With 165kw and 470Nm of torque available from 1750rpm the XC90 devourers kilometres. The twin turbos spinning away also mean the XC90 actually gets close to the manufactures quoted economy figures of 6.2l/100km (combined). I managed a combined 6.9l/100km on 2 hour country and highway run, a pretty amazing figure and one which meant that even after 6 days of use I still had over a quarter tank of diesel left. A word of caution for the lead footed out there though, the slightest twitch of the throttle can see you easily brake speed limits, the way this thing piles on pace is quite phenomenal. Volvo quote a 0-100km/h time of 7.8 seconds, honestly, I believe them, the in gear overtaking ability of this power train needs to be sampled to be believed.

Up on them mountain roads

Above all else it was out of the city on winding bitumen where I was most dubious about whether a 4 cylinder 2 litre diesel would be enough to haul 2 tonnes of SUV around. I needn't have been doubtful, honestly the new twin turbo 2 litre does a remarkable job of making the XC seem smaller and nimbler than its size would have you believe. Selecting Dynamic mode only goes to intensify the experience more; allowing the 8 speed gearbox to hold onto its ratios a bit longer. Barrel into a bend and you find body roll is well controlled and grip ample from the 20 inch 235/55 section rubber however the steering, tuned more I'd say for city manoeuvring lacks feedback and obviously sitting high up you never feel the road surface through your buttocks, it's certainly no sports car but I think it does do a rather good impression of a car based wagon on the twisty stuff.

Off Road

I also took the XC90 off road, if only very briefly onto a rutted dirt track. Selecting the Off Road driving mode slowed the car down, max speed is 40km/h, the gearbox doing its best impression of low range. The ride remained comforting and ground clearance ample, on your everyday unsealed Aussie road the Volvo would have no issue whatsoever.

The not so great bits

Besides the niggles mentioned already there are a couple more that you should be aware of. My first issue lies with the stuff that comes as standard on this car, or should I say lack there off. I found the amount of things you had to pay extra for to be a bit cheeky, especially on car costing $90k. Metallic paint for example should really be standard, not a $1700 option. Some of the safety tech that Volvo pride themselves on should also come as standard by my reckoning, things like active cruise control and blind spot monitoring would have been very useful but unfortunately my car didn't have them, instead it had $2950 worth of panoramic sun roof. This amongst other things like those rather nice 20 inch wheels and tinted rear passenger glass meant the total price for the car tested came to $98,860 excluding on road costs. The second issue I had was one my passengers picked up on, that being how difficult it is to slot the middle seats back into place. They found that if the seats are slid forward whilst folded, it takes a lot of fiddling to finally get the seat secured back into an upright position again.

In conclusion

Negatives aside though, the all new Volvo XC90 is a very well accomplished car. It is luxurious, effortlessly stylish, safe, powerful and economical, if you have the best part of $90,000 to spend on a an SUV you would be very pleased if you opted for the big Swede. It's big, bold, intelligent and with connectivity literally at your fingertips it looks to where all cars are likely to be going in the future. Good work Volvo, the XC90's rebirth has been a success.

Specification

Price: $89,950 (base). $98,860 (as tested)

Engine: 4 cylinder 2 litre twin turbo diesel

Power: 165kw

Torque: 470Nm

Transmission: 8 speed Geartronic auto, Haldex Gen 5 all wheel drive

0-100km/h: 7.8 seconds

Top speed: 220km/h

Weight: 1970kg

Economy: 6.2l/100km

C02: 162g/km

Review: Mazda CX-5 Maxx

Happy Monday everyone, it has been quite some time since I last put fingers to keys. However with life getting back to some sort of normality I thought a proper car review would be a good way to kick off summer and not just any car but one of Australia's best selling. I have been driving Mazda's CX-5, and with 2321 new ones finding homes last month let's see what all the fuss is about.

It looks so darn good

Part of the CX-5's appeal is the way it looks. As of late Mazda design has been really on point with a mix of neat lines, sharp angles and good proportions doing there bit to create some really handsome cars. The CX-5 follows this recipe, with chunky wheel arches and a high ride height it looks every bit the safe SUV buyers crave while still sporting  a low car like roof and waist height crease to disguise any slab sidedness. A nice set of alloys really finish the CX-5 off but unfortunately the car I drove rode on steels.

     

How does it drive?

One thing those steelies are good for though is a supple ride, the car soaking up Melbourne's bumps and tram tracks admirably. And once out of the city you quickly learn of another reason why the CX-5 is so popular, the way it drives. The chassis, steering and suspension turn from compliant in the city to rewarding and informative on a back road, the CX-5 communicates with it's driver, never feeling vague. It felt reassuring behind the wheel, almost egging me on to explore the limits off the tires adhesion.

The only dynamic let down I had with this CX-5 Maxx was it's power train. A 114kw 2 litre engine resides upfront and honestly it felt underpowered and when mated to the 6 speed auto was a little rev happy under hard acceleration and uphill sections. Being a petrol head of course I am bias towards a nice manual but in this case I really felt that if I was fully in charge of those meagre 114kw I might have had even more fun driving it. And while it revved its little head off I couldn't help think that riding a wave of boost would make it an even more pleasurable experience, I understand Mazda's idea behind Skyactiv technology but does a little SUV like the CX-5 really need to be naturally aspirated? Personally I think the lack of power and subsequent engine noise detracts from an otherwise superb driving experience. Volkswagen's Tiguan for comparison is a good example of the turbo way of thinking at this sub $30,000 price point. It's also worth pointing out though that if you have your heart set on a manual this 2 litre Maxx trim level is the only CX-5 Mazda will sell you with a gear stick and clutch pedal. Economy wise after a day in city traffic, on the highway and in the country side I'd averaged 9.6l/100km a little off Mazda's quoted 6.4l/100km, although given more time with the car I'm sure I could have got closer to that figure.

What's it like inside?

Logical and neat is the best way to describe the inside with weighty switchgear providing a premium feel in what otherwise is quite a sparse cabin. The 3 spoke steering wheel is a particular highlight, nice to hold and featuring control for the audio and phone you look through it to big clear dials. There's a touch screen radio, phone interface too which worked well, although it took some time to pair with my ageing smart phone. The rear view camera's a nice addition too, making manoeuvring much easier. Other positives when your inside is a lack of road noise, in the city at least, and a non intrusive stop/start system. Seating wise however, despite adjustment, I found myself sitting a bit too high, more on the car rather than in it, this also meant the arm rest was just a bit low to rest on comfortably. It's also worth noting that after an hour at the wheel I was getting a slightly numb left buttock! A very specific issue but an issue none the less. Overall though the CX-5 is a pleasant place to sit with enough room in the back for 3 adults and a boot big enough for all their luggage.

Why has everyone bought one?

Well it's really down to a combination of everything, the CX-5 is handsome, spacious, fun to drive and in this specification, combined with a cheeky dealer offer really good value. If its mainly city work you do the 2 litre will suffice and I'll understand that an auto might be more practical. However for highway work and back road blasts the 2.5 litre petrol of torquey 2.2 litre turbo diesel might be more up your street, albeit these cars are auto only the extra power and as a result less noise they make propelling you along would be welcomed. There doesn't seem to be any sign of our current SUV love affair slowing, so if your in the market you might as well get one of the best you can and the Mazda CX-5 is that car.

Volvo V60 Polestar, The Review

After one week with the most extreme new Volvo money can buy and a round trip totaling over 2000km's here are my final thoughts on Volvo's V60 Polestar. 

The V60 Polestar, condensed

In a nut shell the Polestar is a a rather handsome Volvo V60 that has been re engineered by Volvo's racing arm Polestar. Although don't think the re engineering is merely some blue paint a Polestar badge and a body kit, no it is a full reworking of Volvo's sensible family wagon. Beneath the new front splitter, rear wing, gorgeous 20inch alloys and sublime alcantara seats lie an engine and chassis quite unlike any other offered in a production Volvo. Power, 258kw and 500Nm of torque comes from an inline 6 cylinder which is turbo charged, naturally, making the V60 capable of reaching 100km/h in 5 seconds. The engine software's been reworked and an aggressive manual shifting sport mode added to the 6 speed auto gearbox too. A Haldex all wheel drive system combined with Ohlins adjustable shock absorbers, 80% stiffer springs, carbon fibre strut brace and a general chassis reworking by Polestar take care of the way the car sticks to the road. All things considered the Polestar's makes a case for itself as a supremely capable and engaging performance car that, by being based on a V60 also happens to be safe, innovative and practical, let me explain.

How does it drive?

To answer this question I really need to split the review into three sections, in the city, on the highway and in the country.

The city

I got a real taste of city driving when I returned the car to Sydney, arriving slap bang on rush hour just as a freak weather event hit the city. In lashing rain and cyclonic wind the V60 coped admirably, the heated seat and steering wheel proving to actually be of use in Australia. The active cruise control with queue assist proved to be of most use though, as the traffic inched its way through increasingly deeper puddles I was able to forget about the pedals, the car accelerating and braking all by itself. The only thing I needed to do was press a button on the steering wheel to reengage the system if the car was stationary for an extended period. I also unintentionally got to test out the cars collision avoidance system, which I've decided is a vital piece of tech for city driving. With a green light ahead and the traffic moving the car ahead unexpectedly braked hard and before I had a chance to react the V60 had read the situation and performed an emergency stop for me. It got my heart going a bit but it definitely saved my bacon. The speed sensitive steering's also worth a mention for city driving, going really light at low speed to make maneuvering easy, helping to disguise the Volvo's considerable bulk. Parking sensors all round and a rear view camera top things off for city driving, they really do make parking easy.

The highway

Depressingly I spent most of my time with the V60 on the highway, living 800km between the garage where I picked up and dropped off the car meant there was no other way to efficiently get home and back. However despite the monotony the Volvo made it bearable, the aforementioned active cruise control proving to be the real savior. Simply set your speed and forget, the system locks onto the car in front matching their speed, if they slow down you do too and when they speed back up so does the V60. You can also determine by way of buttons on the steering wheel what distance to follow the car in front. Of course if you find the car your following isn't going quick enough for your pre selected speed just hit the indicator to overtake and pass when it's safe to do so. The notion of the car driving itself actually proves quite good entertainment for a long drive and definitely takes the stress out of long haul highway work. It's also worth noting at this point how fuel efficient the big turbo inline 6 can be at a cruise, on both my trip home and back the V60 averaged 8.7l/100km, occasionally dipping under 8.5 on long flat sections.

The Northern Rivers back roads

Slip the gearbox into sport though, find a winding valley road and the V60 is transformed into one of the most thrilling wagons money can buy, apart from a reduction in fuel economy there really is nothing to not like about wringing this cars neck. Seriously, get rid of your preconceptions about Volvo's being sensible and ever so slightly dull, the Polestar is an absolute weapon.

With sport mode selected via the stubby gear stick, the beautifully tactile aluminium wheel mounted paddles come into play allowing you the driver to choose when to change gears. Selecting sport also opens up some flaps in that new full flow exhaust, releasing a bark that combined with the whoosh of induction, spooling of the Borg Warner turbo and occasional pop of backfire all helps to turn the V60 into one of the most intoxicating road cars I've ever driven. Plant your right foot in any gear, but particularly 2nd or 3rd and the combination of 275 section rubber and Haldex all wheel drive launch you in whichever direction your pointing the alcantara trimmed wheel, the boost, so unrelenting that its almost impossible to wind the car out to it's 8000rpm redline on the public road without getting into immediate licence losing territory.

The big 371mm disc's with Brembo 6 piston calipers do a great job of slowing the Swede down too, reach a corner and the nose dives in hunting the apex, clinging onto it before launching you down the road to the next corner, it is hugely addictive.  The grip is truly phenomenal, the body roll almost non existent, just point it and go, then go some more. I pushed the Polestar as hard as I dared on dry grippy tarmac and didn't see the traction control light flicker once nor did I encounter any fun sucking under steer. I suspect in the damp it would be a similar story too. The Michelin Pilot sport tyres really do work in harmony with the 80% stiffer springs, trick shock absorbers, carbon fiber strut brace and steering which weights up the harder you push to make the Polestar an absolute tarmac torturer. Grip levels are so good and the seats so supportive in fact that the relatively big V60 feels as though it shrinks around you into a far smaller sports car and did I mention how ballistic it sounds? It really is a staggeringly good car to drive quickly, inspiring confidence that lairy rear wheel drive rivals simply can't. I urge you to test drive one if your in the market for a fast yet practical wagon, the V60 is up there with the Germans as far as I'm concerned.

Whats it like inside?

Soothing and uncluttered is the best way to describe the interior, it is after all Swedish and I wouldn't expect anything less. In truth not much has changed inside over the standard V60, the floating centre console, which is an excellent piece of design by the way, is now clad in carbon fibre and a pair of excellent leather and alcantara sports seats are the only noticeable changes. The seats themselves are electrically adjustable, meaning you can get the perfect driving position and the steering wheel, trimmed with the same material as the seats is a lovely thing to hold. Naturally the V60 is also loaded with many automatic gizmo's, things like rain sensing wipers, dimming rear and side view mirrors, xenon headlights with active high beam, duel zone climate control and safety tech like lane departure warning and collision avoidance which I mentioned earlier. The dash itself is a screen with 3 themes to choose from, elegance, eco and performance, the later being the most notably different, it turns red with a big speed readout appearing in the middle and the rev counter going around it.

Infotainment is taken care of by a second centrally mounted screen, controlled by dials with buttons in the middle located below on the carbon fibre centre console, there is a lot to play with. You can choose from here what safety systems to enable, look at your trip statistics, access the media interface to connect bluetooth, AUX or USB for example and set the sat nav. Speaking of media the Harman and Kardon stereo this car comes standard with is blooming excellent too.

There are some negatives 

Overall spending a week with the V60 Polestar has been amazing, the car has proven itself to be capable in almost all environments. But none more so than on a beautifully empty piece of back road winding off into the distance. Heck it even cost me less to fuel than I was expecting and gained a few admiring glances from people in the know, who lets face it are the best sort of people to impress.  Of course it's not all been sweetness and light, a week with a car does highlight some flaws. The interior for example coming straight from a V60 could be more special and that infotainment system is a bit slow to react and difficult to navigate. I noticed the drivers window wiper is fouled by the bonnet too, meaning you cant lift it of the window for washing, which is a bit annoying. While on the road I felt the ride comfort is a tad compromised by the stiffer springs. I also found that when doing a long journey as I did the exhaust and tyres roar quite a bit, making the Polestar loud when cruising, but these are little niggles and with regards the last one the  just turn up the excellent stereo to cancel any roar out!

In conclusion 

Before the test drive I pondered if the Volvo V60 Polestar would be an understated car, one that could hide its abilities beneath a layer of sensible Swedish veneer. Well after a week of living with it I think Volvo's V60 Polestar is exactly that, understated and it's all the better for it. The Polestar offers buyers Porsche rivaling performance with the practically of a small van, all wrapped up in a very stylish and safe package. If I were an AMG, RS or M boffin I'd be very worried about what Polestar has been able to do with a Volvo wagon, this car is truly impressive and although it ain't no bargain at $103,000 it is priced competitively against the fast wagon competition.

Specs

Price: AU$103,840
Engine: Inline 6 cylinder turbo
Power: 258kw
Torque: 500Nm
Transmission: 6 speed automatic Haldex 4WD

0-100km/h 5 seconds
Top speed: 250km/h (limited)
Weight: 1834kg
Economy: 10.3l/100km
C02: 247g/km