2022 Volvo XC90 T8 Recharge Review: Healthy Smoothie

It’s a testament to the XC90’s inherent rightness that it still feels bang up to date.

This generation of Volvo’s flagship SUV arrived on the scene for 2015. Not only did it usher in a cool new design language that remains to this day, but it was ahead of the downsizing curve. The XC90 offered only four-cylinder powerplants, with turbo- and supercharging boosting power. At the top of the lineup, a plug-in hybrid promised improved efficiency and silent around-town motoring.

For this year, Volvo has updated that model. In comes a stronger electric component, yet the foundations remain the same. This is a serene, pampering choice in the mid-sized luxury SUV space, one that now goes further on each charge.

In a move that isn’t confusing at all, Volvo now calls both its PHEV and fully electric models “Recharge.” In the case of the XC90, that’s limited to the T8 powertrain. The 2.0-liter turbocharged gasoline engine remains underhood, but ditches the supercharger for 2022. Yet quoted horsepower and torque are up to 455 hp and 523 lb-ft, improvements of 55 and 51, respectively.

Thank the more powerful rear electric motor. Now making 143 horsepower all on its own, the electric motor draws from an enlarged 18.8-kWh battery pack. This nearly doubles the all-electric range of the big Volvo, now capable of cruising up to 36 miles (58 kilometers) in near silence.

Beyond the improved powertrain, the XC90 remains largely the same since its 2020 facelift. It’s still a handsome, classy rig, this Denim Blue featuring just the right amount of chrome, and rolling on cool 21-inch alloys. While Volvo’s new EVs have been debuting the brand’s new Android-based infotainment system, the XC90 sticks to the older Sensus setup. As I’ll discuss further down, this isn’t necessarily a bad thing.

Those wanting a pure-gas option still have the B5 and B6 variants, which include mild-hybrid capabilities with a price tag some 20-percent cheaper than the $72,995 ($92,015 CAD) T8 starting point.

After a brief stint in the XC90 for the AJAC’s EcoMonth earlier in the year, spending a full week with it quickly reinforces why it’s still one of my top recommendations in this segment.

The cabin is a soothing respite from the rest of the world. The two-tone leather feels great, while adding some brightness to the interior. Thin strips of open-pore wood bring a welcome amount of contrast and texture. In typical Volvo fashion, the design is clean, functional, and ergonomic. The inlaid nature of the portrait-oriented touchscreen, and the thick, glossy bezel surrounding it, is the only element that dates the XC90.

Front-seat comfort is practically unparalleled in this class. Volvo’s seats offer excellent lower back and thigh support, keeping numb-butt at bay on long trips. This tester includes the Lounge package, which adds a massaging feature for driver and front passenger. (It also trades in nubuck for the headliner.)

Space is good in front, and fine in the second row, which seats three across in this tester (twin captain’s chairs are also optional). It’s the third row that remains the XC90’s Achilles’ heel. By the numbers it’s not too bad (31.9 inches / 810 millimeters of legroom), but low seat cushion forces knees up and into the second-row seatbacks. What’s more, the middle row doesn’t tumble far enough forward, making for an awkward, trip-prone passage to the way-back.

While the XC90 doesn’t use the more modern, Android Auto-based infotainment system of the C40 Recharge, Sensus is something of a blessing in disguise. It’s not the quickest, but there’s a simple logic to the user interface that gives it a gentle learning curve. And it offers standard (wired) Apple CarPlay, something the new Volvos and Polestars still don’t over a year after promises of “soon.”

Storage space is a useful 15.8 cubic-feet; dropping the third row results in 41.8 cubes, or 85.7 cu-ft if both rear rows are flat.

The added muscle from the updated drivetrain is noticeable early on in the XC90. What was already a pretty peppy package is properly quick now, shrinking on-ramps and making short work of middle-lane dawdlers. It’s smoother now, too: there’s still some four-cylinder drone when the ICE is doing all the work on a heavy throttle, but otherwise Volvo has kept the whole complicated package speaking softly while carrying a bigger stick.

The ride is well-judged, supple around town and confident on the highway. This is a big rig with a hefty curb weight, but Volvo has tuned the air suspension to keep body motions neatly in check. There’s little noise from the outside world that penetrates the cabin either, further emphasizing the XC90’s smooth, luxurious feel. The steering requires little effort, with light yet consistent weighting that makes it super easy to judge. A sporty mid-sizer this is not, but not everything needs to be sporty, least of all a three-row, 5000-pound crossover.

The larger battery allows the XC90 to run further on pure electric power than before. What was previously a mostly token range that disappeared beyond neighborhood trips is now plenty good enough to take care of everything around the city. As before, the driver can choose to hold the current charge, allowing them to deploy EV mode when it’s most beneficial. What’s more, the stronger EV motor makes those no-gas bursts more assertive. The switch between friction and regenerative braking is natural, with a progressive pedal feel that’s easy to modulate.

It isn’t all rosy, however. The XC90 is still limited to slow Level 2 charging, so don’t expect to fully re-up the battery at the nearest shopping mall plug between errands. Without a plug at home to keep the battery topped up overnight, I ended up spending most of my time with the XC90 functioning as a regular hybrid. It still beat it’s official consumption figures, however, which is good.

Being a modern Volvo, the XC90 comes loaded with driver assists, most of which are standard. Automated emergency braking, hill start and descent aids, auto lights, rain-sensing wipers, rear cross-traffic alert, adaptive cruise control, 360-degree camera—you name it, it’s present. The XC90’s simple head-up display (HUD) is still better than no HUD at all, but it does show one side of the flagship that is starting to feel advanced in age. Same goes for the grainy back-up camera.

The T8 Recharge demands a hefty premium over the rest of the XC90 range. For 2022 the model starts from $72,995 ($92,015 CAD), including destination. This Canadian-spec tester checks nearly every remaining box too, resulting in an as-tested price of $105,165 CAD. With subtle spec differences on either side of the border, the closest equivalent US build is approximately $87,195.

That catapults the XC90 right into a sea of tough competition. The Genesis GV80 is another left-field choice, with a focus on shiny new-money luxury, but no clever electrified drivetrains. That’s something the BMW X5 xDrive45e does offer, however, not to mention an altogether sportier demeanor. The Bavarian packs extra cylinders but less power, as well. Want off-road prowess? The oft-overlooked Land Rover Discovery offers a bunch, and its mild-hybrid inline-six is a peach.

In loaded T8 form, the 2022 Volvo XC90 remains an impressive, if pricey, alternative to the usual luxury SUV choices. Its numbers might suggest a sporty character, yet the reality is a smoother, soothing experience, and not just for the driver. Maybe not those in the way-back, which is smaller than it is in most of the competition, but as a 5+2 the XC90 cossets with the best of ‘em. Now, it can do all that in near-silence even longer than before, keeping it feeling fresh and relevant in a time of ever-increasing temperatures and gas prices.