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2019 Volvo V90 Cross Country T6 AWD Road Test

Volvo’s V90 Cross Country started life just three years ago for the 2017 model year, and it’s already being discontinued in Canada. The 2019 model year will be this large luxury crossover wagon’s final curtain call, along with the regular V90 sport wagon that’s also seen sales diminish dramatically since the smaller V60 wagon, V60 Cross Country and XC60 luxury crossover SUVs were redesigned. This leaves the impressive S90 luxury sedan as the only model from Volvo’s mid-size threesome to continue into 2020.

It might seem a bit strange to choose a big luxury sedan over a supposedly trendier crossover wagon, but such is the case with Volvo Canada. The Swedish automaker’s US division is currently selling a 2020 version of the V90 Cross Country with a refreshed 2021 waiting in the wings, but we’ll need to go Stateside to see that. As it is, Volvo hasn’t been purveying many mid-size E-segment vehicles north of the 49th, with sales of its S90, V90 and V90 Cross Country trio plunging 65 percent to just 295 units last year.

As a backgrounder, the V90 Cross Country replaced the much-loved 2000-2016 XC70, and by doing so combined Volvo’s recently reinvigorated sense of style with its well respected quality, sensible practicality, and turbocharged, supercharged four-cylinder performance to the mid-size crossover wagon category, while increasing the level of opulent luxury on offer.

Those familiar with today’s Volvo understand what I’m talking about, particularly when any of its models are upgraded to their top-tier R-Design or Inscription trim levels. This said the V90 Cross Country doesn’t get so fancy with hierarchal names here in the Canadian market, merely using one no-name trim and various packages to add options. On that note my test model featured a Premium package that includes a generous list of standard features and wealth of impressive furnishings, making for one of the more luxurious crossover wagons available.

I’m sure Audi and its many loyal enthusiasts would argue that the German brand’s entirely new 2020 A6 Allroad is even more resplendent, and despite the Ingolstadt-based contender being wholly impressive, Gothenburg’s outgoing alternative looks and feels even more upscale inside even though it’s priced $12,700 lower.

A 2019 V90 Cross Country can be had for just $62,500, whereas the A6 Allroad is comparably expensive at $75,200, and while Audi gets some prestige points for brand image, plus its potent turbocharged 3.0-litre V6 that puts out an extra 19 horsepower and 74 lb-ft of torque over Volvo’s turbocharged and supercharged 2.0-litre four-cylinder that makes 316 horsepower and 295 lb-ft of torque, this Swedish alternative is a bit easier on fuel thanks to a claimed Transport Canada rating of 11.6 L/100km city, 8.1 highway and 10.0 combined, compared to 11.8, 9.1 and 10.6 respectively.

Previously Volvo sold a $59,500 V90 Cross Country T5 AWD with 250 horsepower, but it was cancelled at the end of the 2018 model year, as was the previous top-line $84,900 Ocean Race T6 AWD. The just-noted $3,900 Premium package certainly adds to this 2019 model’s luxury accoutrements, however, with features like heatable windshield washer nozzles, auto-dimming and power-folding exterior mirrors, LED interior lights, aluminum treadplates, a heatable steering wheel, front and rear parking sonar with graphical proximity indicators, Park Assist Pilot semi-autonomous self-parking, a 360 Surround View camera, a universal garage door opener, four-zone auto climate control, a cooled glove box, heated rear outboard seats, power-folding rear seatbacks and outer head restraints, a wonderfully useful semi-automatic cargo cover, an integrated mesh safety net to protect passengers from potentially flying cargo, blindspot monitoring with cross-traffic alert, etcetera.

The $62,500 base price for the 2019 V90 Cross Country T6 AWD doesn’t include $900 for metallic paint, incidentally, which is a no-cost option with Audi, but the A6 Allroad only gives you the choice of black or beige leather inside, and it’s not the same high-grade Nappa leather as in the V90 CC, which is available in four zero-cost optional colours including Charcoal (black), Amber (dark beige), Maroon Brown (dark reddish brown) and Blond (light grey).

Of course, both cars can be loaded up, my tester not fully equipped. In fact it was missing a $3,600 Luxury package featuring a beautifully tailored instrument panel, an enhanced set of front seats with power-adjustable side bolsters, power-extendable lower cushions, multi-technique massage capability, and ventilation, as well as manually retractable rear window side sunshades.

My tester didn’t include the $2,350 optional rear air suspension and Four-C Active Chassis upgrade either, and only came with 19-inch alloy wheels instead of 20-inch alloys that cost $1,000 more, while it was also missing body-colour bumpers, wheel arches and sills, Metal Mesh decor inlays (although the hardwood was very nice), a black headliner, a graphical head-up display, a Bowers & Wilkins premium audio system (with ¬gorgeous aluminum speaker grilles—a $3,750 option), and two dual-stage child booster seats integrated within the rear outboard positions, all of which might add $18,375 to the 2019 V90 Cross Country’s price, potentially hoisting it up to $80,875.

While this might seem like a lot of money for a mid-size luxury crossover wagon, consider for a moment that the 2020 Audi A6 Allroad Technik starts at $83,100 without any massage action, and while Audi’s impressive “Virtual Cockpit” digital gauge package is included (the V90 features a digital instrument cluster too, just not quite as configurable), being massaged from below a higher grade of Valcona leather will cost A6 Allroad buyers an additional $4,050, whereas including all of the V90 CC’s advanced driver assistance systems will add another $2,400.

Audi buyers can also add the A6 Allroad’s $2,500 Dynamic package with Dynamic Steering and Dynamic All-Wheel Steering, another $2,500 for Night Vision Assistant, $500 more for quieter dual-pane glass, $350 extra for Audi Phonebox with wireless charging, an additional $350 for rear side airbags, and $1,000 more for full body paint (which was already priced into the top-tier V90 CC), bringing the German car’s max price up to $102,650, less $1,000 in additional incentives when signing up for a CarCostCanada membership, which provides info on all current rebates, financing and leasing deals, plus otherwise difficult to get dealer invoice pricing, so you can be fully prepared before negotiating with your local retailer (see our 2020 Audi A6 allroad Canada Prices page).

Keep in mind the additional incentives for the A6 Allroad are $1,000 less impressive than the $2,000 any Volvo dealer will chop off of the price of a 2019 V90 Cross Country (see that on our 2019 Volvo V90 Cross Country Canada Prices page), but even before factoring in such savings, this Volvo should truly impress anyone choosing between these two impressive crossover SUVs.

Both are unmistakably attractive inside and out, thanks to dynamic designs and the latest LED lighting tech. Some will like the minimalist Audi cabin more, while Volvo’s ritzier look will appeal to others. Faulting either on their quality of materials and overall construction will fall on deaf ears, as they’re both superbly crafted.

True, but Volvo makes a nicer key fob. Say what? Yes, it’s easily one of the nicest remotes in the industry, even making you feel special when outside of the car thanks to the same Nappa leather surrounding its flat surfaces as found the car’s seat upholstery, plus beautifully detailed metal around the edges. Of course, being that most owners only touch their proximity-sensing remotes when switching jackets or purses it seems a bit extravagant, but going above and beyond has always been part of what luxury owners crave.

Volvo covers the majority of surfaces with premium soft-touch synthetic or optional contrast-stitched leather, not to mention beautiful dark oak inlays on the instrument panel and doors. The more upmarket version swaps the wood out with metal inlays, as mentioned earlier, while there’s no shortage of satin-finish aluminum accents everywhere else.

Volvo makes sure to cover most surfaces below the waste in premium pliable synthetic, which isn’t the case with a fair number of premium brands like Lexus (although they don’t sell anything in this niche segment), while each pillar is covered in the same nicely woven material as the roof liner.

While most features mentioned so far is par for the course in the luxury sector, much of the V90 CC’s buttons, knobs and switches look more like fine jewellery than anything mechanical. Volvo uses a dazzling diamond patterned bright metal to edge much of its switchgear, including the main audio knob, the rotating ignition switch, the scrolling drive mode selector, and the air vent actuators. No rival goes so far to wow its owners this side of Bentley, making the V90 CC and most everything else Volvo has on offer stand out from the rest of the luxury field.

Before continuing, I need to point out that most everything I’ve mentioned comes standard in Canada, the aforementioned digital gauge cluster included. An impressive vertical tablet-like infotainment touchscreen takes up the majority of the centre stack, with super clear, high-definition graphics and deep, rich colours, plus an interface that’s as easy to use as a smartphone or tablet thanks to familiar tap, swipe and pinch capabilities (not always the norm in the luxury class). It comes filled with all the expected functions too, including one of the coolest HVAC temperature controllers in the industry, and a superb 360-degree overhead camera system. The touchscreen in my V90 CC tester, which comes near to being a top-line model, is almost exactly the same as the one in the smallest and most affordable Volvo XC40 crossover SUV, or any other new Volvo, which allows easy adaptation to those moving up through the range.

The digital instrument cluster offers up a bright, clear display too, albeit with a slight matte finish to diminish glare. While it’s configurable, Volvo doesn’t go so far to wow its driver as Audi does with its previously noted Virtual Cockpit, being that you’re not able to make the multi-infotainment display in the centre system larger and the circular gauges smaller. Where Audi amazes is the Virtual Cockpit’s ability to dramatically reduce the size of the primary dials and maximize the multi-info display to the point it takes over most of the screen, which is great for viewing the navigation’s map while driving. The V90’s gauge package provides good functionality in different ways, mind you, with the primary instruments reducing in size slightly while some multi-info display features get used, and the centre area is fairly large and appealing thanks to attractive graphics and most functions from the infotainment system.

While the V90 CC provides state-of-the-art electronic interfaces and surrounds its generous supply of features with a sumptuous interior, it wouldn’t matter one bit if Volvo didn’t supply the worthy powertrain noted earlier, and matching handling dynamics. The big wagon’s 315 horsepower and 279 pound-feet of torque are more than enough for energetic V6-like acceleration from standstill and ample get-up-and-go during passing manoeuvres. The engine combines with a quick-shifting eight-speed automatic transmission with manual mode, but alas there aren’t paddles for wandering fingers. Those wanting to do their own shifting can do so via the gear lever, but other than for testing I never bothered, as it’s a superb transmission when left to its own devices.

The comfort-focused V90 Cross Country isn’t quite as quick through the corners as the more road-hugging V90 T6 AWD R-Design sport wagon I tested previously, but it’s not far off. The CC gets a 58-millimetre (2.3-inch) suspension lift, meaning that its centre of gravity is affected, so its lateral grip isn’t quite as tenacious as the sportier wagon. This said, unless really trying to make time through a winding mountainside back road you probably won’t notice, and besides, the Cross Country is more about comfort than speed anyway. To that end it’s suspension, together with its aforementioned front seats, is glorious, and ideal for charting the cottage road less travelled or trekking through deep snow.

Making the latter possible, all V90 Cross Country crossover wagons come standard with all-wheel drive, albeit no off-road mode so don’t go wild when venturing into the wilderness. Still, it handles slippery situations well, making me confident that light-duty off-road conditions would be no problem.

Volvo provides a set of aluminum roof rails as standard equipment, while you can get roof rack cross-members, bike racks, storage toppers and more from your dealer’s parts department, all coming together to make the V90 Cross Country a perfect companion for outdoor activities such as cycling, kayaking, and camping trips. A $1,345 trailer hitch package with electronic monitoring and Trailer Stability Assist (TSA) is also available, perfect for towing a small boat or camp trailer.

Along with the comfortable ride and superb seats mentioned earlier, the V90 CC’s driving position is wonderfully adjustable and therefore ideal for most body types. I’m slightly shorter than average at five-foot-eight, with legs that are longer than my torso, which sometimes causes a challenge if the telescopic steering column doesn’t reach far enough rearward. The V90 CC had no such problems, resulting in a comfortable setup that left me fully in control.

When sitting behind the driver’s seat set to my height, I still had 10 inches ahead of my knees, plus about five inches from my shoulder to the door panel, another four beside my hips, and three and a half or so over my head. Stretching my legs out, with my shoes below the driver’s seat, was easy, while rear seat comfort was enhanced with my test car’s four-zone automatic climate control that included a handy interface on the backside of the front console. A set of heatable outboard seats would be popular with rear passengers for winter ski trips without doubt, as would the big standard panoramic sunroof anytime of the year. Adding to the sense of openness, the V90 CC also gets rear HVAC vents on the backside of the front centre console, plus another set more on the midpoint of each B-pillar. A really fancy centre armrest folds down between outboard passengers, featuring pop-out dual cupholders, a shallow tray, plus a lidded and lined stowage bin, while LED reading lights hover overhead.

A power tailgate provides access to the V90 CC’s spacious cargo compartment, at which point the previously noted retractable cargo cover automatically moves up and out of the way. The cargo area measures 560 litres (19.8 cubic feet) aft of the rear seatbacks and about 1,530 litres (54 cu ft) with the rear row dropped down, and is beautifully finished with high-quality carpets right up each sidewalls and on the rear seatbacks, plus the floor of course, while underneath a rubber all-weather cargo mat (which comes as part of a $355 Protection package also including floor trays for four of the five seating positions, a centre tunnel cover, and the just-mentioned cargo tray), my test model’s floor included a pop-up cargo divider with integrated grocery bag hooks. The cargo floor can be lifted one more time, providing access to a shallow carpeted compartment for stowing very thin items (it was ideal for storing the carpeted floor mats while the all-season ones were being used).

I really appreciated the V90’s centre pass-through, which made the otherwise 60/40 split-folding rear seatbacks more versatile, but this said it’s a bit small and narrow, and not as useful as a true 40/20/40-split rear seatback. Still, two pairs of skis could fit within, but you’d still need to stow two down the 40-percent portion of the cargo area if four wanted to go skiing, forcing one passenger onto the hump in the middle. When dropping those seats, however, powered release buttons on the cargo sidewall make the job ultra-easy. These flip the headrests forward automatically as well, which can also be lowered from the front to improve rear visibility.

So who’s right for the V90 Cross Country? I think it’s perfect for those considering the move up from a traditional four-door sedan or wagon into something more practical, yet not ready for a big, SUV-style crossover like Volvo’s XC90. This said I’m not going to recommend the V90 CC over Audi’s new A6 Allroad or vice versa, at least not yet, mostly because I haven’t driven the new German. Still, having spent some time inside the Ingolstadt alternative, I can easily say this Volvo measures up, while Audi will have to work very hard to achieve more comfort than this V90 CC, and any advantage in fuel economy is a good thing (although some would rather have more power).

At the end of the day it comes down to one’s personal taste, not to mention the ability of your local Volvo retailer to source a new V90 Cross Country. If you like what you see don’t wait any longer as they’re disappearing quickly.

Story and photo credits: Trevor Hofmann

Photo Editing: Karen Tuggay

CarCostCanada

2019 Volvo XC90 T6 AWD Inscription Road Test

Even though the Volvo XC90 is deep into its fourth model year, you’ll have trouble finding a more impressively detailed or more opulently appointed mid-size luxury crossover SUV. The big three-row Swede is impeccably finished, especially when upgraded to its most luxurious Inscription trim line, which is just the way it was most recently presented to me.

This was the fourth second-generation XC90 I’ve tested, and the second Inscription model, the other two in sportier R-Design trim. Of these, two were equipped with the 316 horsepower mid-range powertrain and the other two matched up with the considerably more motivating 400 horsepower plug-in hybrid configuration. This said, I hadn’t driven the less potent drivetrain since 2016, when this model was completely overhauled with an all-new LED headlight-infused, ultra-clean design language plus a level of bejeweled luxury Volvo had never ventured into. The result was an automaker pulled back from near death (before its August, 2010 takeover by Hangzhou, Zhejiang, China-based Zhejiang Geely Holding Group), to one of relative financial health.

Volvo’s Canadian sales more than doubled in the final quarter of 2015 when the 2016 XC90 arrived, from 10,964 vehicles during October, November and December 2014 to 22,507 cars and SUVs in Q4 of 2015, while the XC90’s deliveries jumped from 427 examples in calendar year 2014 to a total of 957 throughout 2015 and a phenomenal 2,951 in 2016. Amazingly, after a slight pullback in 2017 the growth continued with 3,059 XC90 sales in calendar year 2018, making the brand’s largest vehicle its most popular last year.

Interestingly, the new second-gen XC90 has found more Canadian luxury buyers each year than the XC60, and yes I’m talking about the totally new, wholly redesigned second-generation XC60 that went into production in March of 2017. The smaller five-passenger compact luxury SUV had consistently outsold Volvo’s much bigger three-row mid-size crossover before both models’ remakes, which is in-line with what most brands experience due to the affordability of the smaller SUVs.

The phenomenon is made even more unusual when factoring in that the new XC60 comes closer to matching the XC90’s high-level materials quality, overall refinement, superb digital interfaces, and varied choice of powertrains than any competitive brand, and that opting for the lesser model would actually leave about $13k in the pockets of would-be purchasers at the lowest end of both cars’ trim lines, and nearly $12k for top-tier Inscription T8 eAWD Plug-In Hybrid models.

Why would this occur? Volvo knows its customers better than I, and their marketing department hasn’t shared anything specific to this issue, but it seems as if its Canadian base prefers larger, more substantive, pricier vehicles, which should certainly have everyone at the company’s Richmond Hill, Ontario headquarters smiling, not to mention its growing retailer base.

While not the largest in its segment, the XC90 is clearly a mid-size three-row luxury crossover SUV. It measures 4,950 mm (194.9 inches) from nose to tail, with a 2,984-mm (117.5-inch) wheelbase, plus it’s 2,140 mm (84.3 inches) from side-to-side, including its exterior mirrors, while it’s 1,775 mm (69.9 inches) from the base of its tires to the top of its roof rails. It also provides a sizeable 237 mm (9.3 inches) of ground clearance, which certainly doesn’t hurt when trudging through deep snow.

The XC90’s generous dimensions make it more than just roomy inside. I first learned this when climbing inside the 2016 Volvo XC90 T6 AWD R-Design noted earlier, and confirmed it fully during a road trip in the 2017 XC90 T8 Twin Engine eAWD Inscription. My partner and I left Vancouver, drove up, over and down the Coquihalla Highway, and then up, over and down the 97C connector to Kelowna, BC during a wonderfully warm autumn in 2016, and while only two of us enjoyed this weekend getaway we carried a reasonable amount of cargo (including late season Okanagan fruit, preserves and wine) in the XC90’s 1,183-litre (41.8 cubic-foot) cargo hold, the volume available after dropping the third row into the floor.

If I owned an XC90 (or any three-row SUV) this is how I’d leave the seats set up most of the time, as the kids are now grown and have no need the third row. Yes it would be a shame to waste those nicely shaped individual bucket seats, each of which can easily accommodate my five-foot-eight, medium-build frame quite comfortably, making me wish Volvo configured it as a less expensive two-row model with additional under-floor storage, but no such luck.

As it is, the XC90 gets a decently sized 447-litre (15.8 cubic-foot) dedicated cargo hold aft of the third row, which expands to 2,427 litres (85.6 cubic feet) when both rear rows are laid flat. Even better, its second row can be folded in thirds so rear passengers can enjoy the more comfortable, optionally heated window seats while skis or other types of long items are loaded in between. I wish Volvo had added a pass-through for the third row as well, but that’s probably asking too much. As it is, the XC90 is one of the more flexible luxury SUVs from a passenger/cargo perspective.

As it has throughout its four-year tenure, the 2019 XC90 can be had in Momentum, R-Design and Inscription trims, the base model starting at $59,750 (plus freight and fees), the mid-range model beginning at $69,800, and top-line available from $71,450. Speaking of threes, this model also lets you choose from all of the brand’s 2.0-litre, four-cylinder power units, starting with the T5 AWD that’s only available in Momentum trim and simply uses a turbocharger to produce 250 horsepower and 258 lb-ft of torque. Above this is the T6 AWD in my tester that adds a supercharger to the mix for a total of 316 horsepower and 295 lb-ft of torque, while at the top of the Volvo heap is the T8 eAWD “Twin Engine” hybrid system that combines a 60-kW electric motor and externally charge-able plug-in battery for a maximum of 400 net horsepower and 472 net lb-ft of torque.

As for pricing, moving up to the T6 in Momentum trim will add $4,250 to the bottom line, while the Momentum T8 adds another $10,950. Alternatively you’ll be charged $12,650 in either R-Design or Inscription trims when moving from T6 to T8 power units, although take note you can save up to $5,000 in additional 2019 XC90 incentives right now by visiting the 2019 Volvo XC90 Canada Prices page right here at CarCostCanada, where you’ll also be able to get all the pricing details about trims, packages and individual options, plus manufacturer rebate information and otherwise difficult to find dealer invoice prices.

Along with standard all-wheel drive (as noted by all the “AWD” designations in the trim names), each XC90 powertrain comes mated up to an efficient eight-speed Geartronic automatic transmission with auto start/stop that automatically shuts the engine off when it would otherwise be idling, and restarts it when lifting your foot from the brake pedal. Obviously that autobox is set up differently in conventionally powered models to the hybrid, but the driveline is even more unique in when factoring in eAWD, which leaves the internal combustion engine to power the front wheels and aforementioned electric motor to rotate those in back.

Unlike early hybrid systems, the XC90’s T8 powertrain can also be driven solely on electric power at regular speeds, although with about 30 kilometres of EV range available you’ll probably need to rely on its gasoline-fed engine for supplemental energy when the battery drains, unless your commutes and/or errand runs cover short distances with as little highway driving as possible. Nevertheless, if you manage to keep your enthusiasm bridled and not dig into all of its 400 horsepower, the XC90 T8’s claimed 10.1 L/100km city, 8.8 highway and 9.5 fuel economy rating makes it one of the thriftiest SUVs in its class. Alternatively, the conventionally powered T5 and T6 powertrains are good for 11.3 L/100km in the city, 8.5 on the highway and 10.0 combined for the former and 12.1 city, 8.9 highway and 10.7 combined for the latter, which are very impressive as well.

Yes, my T6 tester was the least efficient XC90, but compared to Lexus’ conventionally powered three-row RX 350 L it’s an absolute fuel miser, the Japanese luxury utility good for 11.1 L/100km combined. Then again Lexus makes a hybrid version that’s stingier than the XC90 T8, eking by at just 8.1 combined, while Acura’s regular MDX is rated at 10.8 L/100km combined and its hybrid at 9.0 in a mix of city/highway driving.

Amazingly these are the only electrified models in the mid-size, three-row luxury segment, but the XC90 T6’s efficiency still improves on Infiniti’s QX60 (10.9 combined), Audi’s Q7 (11.0 combined), Buick’s Enclave (11.9), Mercedes-Benz’s GLS (13.2), BMW’s X7 (10.8), Land Rover’s gasoline-powered Discovery (13.0), the 2020 Cadillac XT6 (11.5), and the 2020 Lincoln Aviator (11.6), with the only non-hybrid vehicle to beat it in this class being the just-noted Discovery when mated up to its turbo-diesel, a rare beast these days, yet capable of 10.4 L/100km combined city/highway.

I know for a fact the XC90 T6 is much quicker off the line than that Disco oil burner, however, not to mention most other entry-level models on this list (I used base models when comparing fuel economy numbers), while there’s absolutely no contest when comparing acceleration between hybrids. Truly, put your foot into the XC90 T6 AWD’s throttle and it’s hard to believe there’s a 2.0-litre four-cylinder mill pushing and pulling this big SUV forward, the little turbocharged, supercharged and direct-injected mill needing just 6.5 seconds to zip from standstill to 100 km/h. That makes the T6 1.4 seconds quicker to 100 km/h than the base T5 that crosses the same time line in 7.9 seconds, plus it’s less than a second (0.9) slower than the T8 that blasts the hefty Volvo from zero to 100km/h in a mere 5.6 seconds.

The T6 AWD doesn’t only look fast by the numbers, it feels even quicker when sprinting away from a stoplight or passing on the highway, while it also does a good job of hustling through corners. I’m not going to go so far as to say it can out-manoeuvre one of the aforementioned Germans on a tight, circuitous test track, but it’ll easily run rings around most of the others while delivering one of the smoothest, most compliant rides in its category, combined with one of the best driver’s seats in the business.

Before falling into the trap of listing out every single XC90 feature Volvo offers (click through to my 2018 XC90 R-Design review for this info, as I cover all trims and the 2019 model hasn’t notably changed), let’s just say Volvo’s mid-size SUV provides a good value proposition, especially when factoring in the superbly crafted interior I mentioned at the beginning of this review. Truly, the XC90 Inscription gets one of most luxuriously appointed cabins available south of a Bentley Bentayga, and to be honest, much of the Swedish utility’s switchgear is made from denser (and therefore higher quality) composites than the big British ute, whereas every one of the XC90’s digital displays is beyond compare (I should mention here that Bentley will update the Bentayga with much-needed new infotainment for 2020).

In front of the XC90’s driver is a completely digital gauge package capable of adding navigation mapping/route guidance to its centre multi-information section, where it can also house most of the infotainment system’s other functions, as well as the usual trip, fuel economy, etcetera info. Volvo’s award-winning Sensus infotainment system sits on the centre stack, its vertical, tablet-style touchscreen one of my favourites to use and its feature set replete with everything found in rival systems. Its overhead camera provides incredible detail, climate control interface some of the coolest temperature setting sliders around, and other functions right at the top of this segment, while its audio panel connected through to a sensational sounding $3,250 optional Bowers & Wilkins stereo featuring 1,400 watts of power and 19 speakers.

That upgraded stereo boasts a beautiful set of drilled aluminum speaker grilles on each door, plus a small circular tweeter atop the dash, but you’ll need to look back to the photo gallery for my 2018 XC90 tester to see what was missing, a stunning Orrefors crystal and polished metal shift knob. Remember I said that nothing below a Bentley comes close to this XC90? You really need to see and feel the gorgeous diamond-patterned metal edges of the rotating multi-function centre stack controller first-hand to appreciate how exquisitely crafted it is, or for that matter twist the similarly ornate lower console-mounted engine start/stop switch and cylinder-shaped scrolling drive mode selector, while the matte-finish hardwood found on the scrolling bin lids that surround the just-noted switchgear and shifter, plus the instrument panel and doors, is otherworldly. It’s difficult to argue against my Inscription trimmed tester’s contrast-stitched padded leather upholstery either, which can be found on nearly every other surface that’s not already covered in high-quality pliable composite materials. I’m not saying Volvo’s competitors don’t do a good job of detailing out their mid-size SUVs’ interiors, it’s just that the XC90 provides such a rare sense of occasion that few of its rivals can measure up.

Therefore, the next time a Volvo XC90 pulls up beside you, maybe nod with the same level of reverence shown to a Rolls-Royce Cullinan, Bentley Bentayga or Range Rover Autobiography, because it’s providing a similar level of opulent luxury while going much further to mitigate fossil fuel consumption and reduce emissions. That it can be had for a five-figure sum shows that its owners are pretty savvy too, which might be worth even greater respect.

Story credit: Trevor Hofmann

Photo credits: Karen Tuggay

CarCostCanada

2019 Jaguar XF S Road Test Review

Let me guess, that even if you live in one of Canada’s more established neighbourhoods you don’t often lay eyes on a Jaguar XF, let alone a lot of XE or XJ sedans. While once prolific in luxury crowds, four-door cars from Coventry are becoming rare sightings indeed.

Thanks to the stunningly beautiful Mk II and extremely elegant XJ Series I, II and III that followed, not to mention the B-Type, C-Type and E-Type sports cars that were inspirational for today’s sensational F-Type, the Jaguar brand grew legendary, but this day and age it seems that luring luxury customers into anything lower to the ground than a crossover SUV is becoming much more difficult, and it’s not for a lack of styling.

When the current XJ was completely reimagined for 2009, its wholly original, beautifully proportioned design set the stage for an entirely new lineup of Jaguar sedans and crossovers, but other than the latter lineup of SUVs, which are selling fairly well, it hasn’t exactly followed that bases-loaded homerun with an encore hit.

The second-generation mid-size E-segment XF being reviewed here arrived in 2015 as a 2016 model, and is beautifully sculpted too. Like the XJ and almost every Jaguar vehicle it’s formed from aluminum panels and composites, but only the XF can claim the brand’s best-ever drag coefficient of 0.26.

So it’s beautiful, lightweight and hails from an iconic brand, but that still doesn’t make it popular. It almost seems as if you need to be a curator of curious collectibles before stepping up and taking ownership of a car like the XF, but then again exclusivity has its privileges. It’s not like you’ll see one driving down the neighbourhood lane every day, or every other week for that matter. Crowd pleasers won’t like this one whit, but those who choose to be unique in order to stand out from that crowd will find the XF’s rarity a bonus. After all, while the XF is scarce, it’s hardly unusual in the way it goes about pleasing driver and occupants, combining a high level of old school charm with strong performance and plenty of highly advanced tech gear.

Jaguar actually improved the XF’s technology for this 2019 model, so that all XF trims now incorporate the brand’s updated 10.0-inch InControl Touch Pro infotainment touchscreen, which provides a larger display area to appreciate its completely new and wholly simpler graphics package (the classic red British telephone box ahead of a pastoral background and other scenes are now gone), easier visibility of the rearview camera, greater detail of the navigation mapping, plus plenty of other enhancements. If the more minimalist, arguably more sophisticated digital interface is not up to your standards, Apple CarPlay and Android Auto smartphone integration provide a new look when attached to your device, plus add proprietary features. Being that I’ve been an Android convert for the past few years (after getting fed up with lame iPhone batteries) I chose to use Jaguar’s stock system that’s much more appealing to look at. Incidentally, features like navigation and voice recognition are available in the XF’s second-rung Prestige trim and above.

Moving from tech to luxury, Jaguar’s super-soft Suedecloth is now standard on all XF roof pillars and headliners, as are aluminum treadplates with illuminated Jaguar branding, plus premium carpeted floor mats, metal foot pedals, chromed power seat switchgear, and a classy looking frameless auto-dimming rearview mirror.

Speaking of standard, the base 2019 XF is the $59,100 Premium, while other trims include the $64,500 Prestige, and $67,800 R-Sport when opting for the 247 horsepower 2.0-litre direct-injection turbo four-cylinder; the $67,000 Prestige, $70,300 R-Sport, $72,300 300 SPORT and $79,100 Portfolio when choosing the 296 horsepower version of the same gasoline-powered mill; the $66,500 Prestige and $69,800 R-Sport when hooked up to the 180 horsepower 2.0-litre four-cylinder diesel; and finally $75,300 for my tester’s 380 horsepower 3.5-litre supercharged V6-powered model’s sole S trim. These prices and trims, incidentally, plus packages and standalone options can be found right here at CarCostCanada, where you can also choose to save thousands by learning about available rebates and otherwise difficult to access dealer invoice pricing.

The diversity of available XF engines is actually quite amazing and rare, but all of these engines focus their energies on one tried and tested eight-speed automatic gearbox, no matter the trim. The quick yet smooth transmission boasts an innovative rotating gear selector that automatically powers upwards after startup from an otherwise flush placement on the lower console between the front seats, this system requiring standard paddle shifters for utilizing the Jaguar Sequential Shift manual mode, while all-wheel drive is also standard.

Further improving control no matter the driving situation, all XF trims come fitted with Jaguar Drive Control featuring Standard, Eco, Dynamic (sport), and Rain/Ice/Snow driving modes, each making a considerable difference to comfort, performance and all of the above, while Torque Vectoring by Braking (TVBB), and hill launch assist further aid drivers in mastering most road conditions.

Specific to my XF S tester, Adaptive Surface Response (AdSR) plus Configurable Dynamics and Adaptive Dynamics allow the choice of personal engine, suspension, steering, and transmission settings. All made a big difference to how this Jaguar responded to inputs, from being a comfortable, relaxed luxury car one moment, to a seriously responsive sports sedan the next.

Together with all items already noted, the top-tier XF S shown on this page receives beefier 350-mm front brake rotors and red calipers all around, as well as 20-inch alloy wheels, the latter upgrade improving performance and styling measurably.

Staying on the styling theme, the XF S also receives a unique “S” body kit that dresses up the car with a sportier front bumper, glossy black side sills and a gloss-black rear valance, plus a subtle rear deck spoiler. When stepping inside you’ll bypass special metal treadplates finished with unique “S” branding, while great looking Dark Hex aluminum inlays improve the instrument panel, rich Luxtec leatherette covers the dash top, and superbly comfortable, ultra-supportive “S” embossed 18-way powered sports seats ensconce driver and front passenger.

On top of everything already mentioned, the XF S also includes proximity keyless entry, pushbutton start/stop, an acoustic layer windshield, auto on/off headlamps, rain-sensing wipers, an electronic parking brake, a powered tilt and telescopic steering wheel, auto-dimming, power-folding, heated side mirrors with approach lamps and puddle lights, memory for those mirrors as well as the front seats, front seat warmers, mood lighting, a universal garage door opener, a backup camera, navigation, InControl Apps, Pro Services, Bluetooth phone and audio streaming, a USB port, two-zone auto HVAC, front and rear parking sonar, and more.

Additionally, along with the segment’s usual active and passive safety systems, the XF S arrives standard with autonomous emergency braking, lane keeping assist, blindspot monitoring, closing vehicle sensing, reverse traffic monitoring, driver condition monitoring, etcetera.

Over and above the standard XF S items already listed, my test car was upgraded to include a stunning Rossello Red paint job for $670; beautiful glossy black twinned five-spoke alloy wheels for $770; a special Black package featuring a glossy black mesh grille insert and surround, glossy black side vents, and the same inky treatment for the trunk garnish for $460; a Comfort and Convenience package for $2,200 that adds a overly excitable gesture-control system for the trunk’s powered lid (I’ll explain this in a moment); plus soft closing doors, three-way active cooled/ventilated front seats, and heated rear seats; a Technology package for $1,030 featuring a 12.3-inch digital gauge cluster, Pro Services, and a CD/DVD changer; a Driver Assistance package for $3,680 incorporating an overhead surround camera system, a forward-facing camera, 360-degree Park Distance Control, Park Assist semi-autonomous self-parking, dynamic cruise control with Queue Assist, blindspot assist, and traffic sign recognition with an intelligent speed limiter; a $1,330 head-up display system; a $410 heated windshield and heated washer jets package; plus $210 satellite and HD radio.

Only the $2,230 Premium Interior Upgrade package was missing or my XF S would be deemed fully loaded, the improvement otherwise adding four-zone auto HVAC with an air quality sensor and auto air re-circulation, plus a cooled glove box, side window sunshades, a powered rear sunshade, and configurable mood lighting; plus I might have enjoyed one of the optional interior décor trims more too, particularly the carbon fibre; yet even the way Jaguar provided it, the XF S was sensational and its asking price of $85,850 quite reasonable, this $10,550 more than the base XF S.

All of the features just noted are fastened to a lightweight and extremely rigid bonded and riveted aluminum body shell that I happen find extremely attractive, while the interior is very well made from some of the industry’s nicest leathers, woods and metals. My test car featured an Ebony (aka black) leather and Light Oyster (grey) contrast-stitched cabin that also boasted gorgeous Grey Figured Ebony veneers throughout. While impressive, especially when compared to Jaguar’s smaller XE sedan, I won’t go so far as to claim that the XF leads its class when it comes to fit, finish, materials quality, digital interface supremacy, feature superiority, ultimate roominess, or any other superlative. Still, it gets a good grade for all noted categories, while its completely unique look, feel, and overall impressive performance warrants your undivided attention.

Just like the more compact XE and full-size XJ, the XF actually drives like a smaller, lighter and more engaging car than its long, mid-size dimensions suggest, and most competitors can offer. Its previously noted 380 horsepower V6 responds with immediate energy that’s easily attributed to its sizeable displacement and aforementioned supercharger, which helps all 332 lb-ft of torque hit the ground running from launch, while its standard all-wheel drive makes wheel spin yesterday’s news in snow, rain or dry conditions, and the aforementioned ZF eight-speed clicks through its cogs with speed and precision.

The XF’s performance is its key calling card, from its steady, formidable (albeit exhaust-muted) 5.3-second zero-to-100km/h straight-line acceleration, to its sublime handling and excellent ride that’s brought about by a lightweight double-wishbone front suspension and integral link rear setup, the combination perfect for pushing the envelope through hard-pressed switchbacks at unmentionable speeds, or alternatively hauling down the highway or taxiing through town at more relaxed paces. The XF S is a sport-luxury sedan that can do it all.

This said I had a few issues with my test car, particularly the fact that my top-tier model didn’t even include remote engine start on the otherwise fancy key fob. It’s available as part of the InControl Remote App you can download onto your smartphone, but there were plenty of disgruntled iTunes and Play Store owners who said it only worked 25-30 percent of the time, and being that I only tested it for a week and was never even informed of the app prior to the test so I could download it, wasn’t able to pre-warm the interior in winter (or hypothetically pre-chill the cabin in summer).

Temperature settings in mind, I didn’t appreciate not having an auto mode for the heatable seats and steering wheel. Each needed to be switched on upon startup, and Jaguar only includes one ultra-hot setting for the steering wheel rim, forcing me to turn it on and off throughout my drive.

Another quibble focuses on the overhead sunglasses holder that doesn’t even properly fit smallish wire rim glasses like my Ray-Ban aviators. I had to turn them upside down in order to stuff them inside and shut it closed, which meant their lenses were left rubbing against the harder side of the lid.

On a more positive note, the dash corner vents whisk open in wonderful silence, which is equally cool to how the gear selector rises into place, but all the hard plastic found on the glove box lid, lower dash surfacing, console, and lower door panels didn’t impress anywhere near as well.

Finally I get to that trunk lid I mentioned earlier in the review. Hyperactive might be a better term than overly excitable, but either way it was a convenience feature gone wrong. Let me explain: Basically it opens up whenever anyone with the key fob in purse or pocket walks past. Other carmakers that use this type of hands-free trunk opener, such as Hyundai and its Genesis luxury division, cause you to stand next to the back bumper for at least three seconds before it activates the automatic trunk lid, but my XF tester’s trunk kept popping open immediately upon sensing the key fob. Once, after pulling up at a shopping centre, the trunk sprang open as I walked past on my way toward the mall. Unfortunately this gave a nice preview of my valuables to any miscreant eyes nearby, which is certainly a security risk. Another time I kept the engine running (for less than a minute) while delivering something to an office I have regular business with (don’t worry, their parking lot/entrance is totally private), and voila, while walking past the XF’s backside the trunk lid popped open once again. It performed the annoying ritual while pumping gas too, and on other occasions.

Fuel in mind, the XF achieves a Transport Canada rating of 12.0 L/100km city, 8.4 highway and 10.4 combined, which is actually pretty decent for such an enthusiastic drivetrain strapped to such as generously proportioned luxury sedan, although I must point out that buyers willing to forgo some accelerative force for thriftier economy can choose the aforementioned turbo-diesel that gets a superb 7.8 city, 5.8 highway and 6.9 combined rating. Diesel is often significantly cheaper than gasoline too, and allows you to drive greater distances per tankful.

While that trunk kept popping open I was continually reminded just how large it is. It measures a generous 541 litres (19.1 cubic feet), and better yet provides ultra-convenient 40/20/40 split-folding rear seats that let you lay longer items like skis down the middle while outboard rear passengers enjoy the more comfortable, warmer window seats.

The XF is spacious for front and rear occupants as well, this due to a wheelbase that was lengthened considerably when the second-gen car arrived. By the numbers you’ll have 1,055 mm of legroom in front while your rear passengers will benefit from 957 mm, so you shouldn’t hear complaints from tagalongs when it comes to roominess.

At the end of my weeklong test I wouldn’t say I was in love with the 2019 XF S, but certainly grew to appreciate its many qualities despite its few quirks. Yes, it’s nowhere near perfect, but its larger touchscreen and other improvements make it better than ever, while its performance was excellent for all but those (like me) that have experienced this car with a supercharged V8. That in mind, I’d consider the XF even more seriously with one of its four-cylinder alternatives, for its economical and environmental benefits. Either way, Jaguar has most bases covered with the XF, making it a credible choice in this highly competitive mid-size luxury category.

Story credit: Trevor Hofmann

Photo credit: Karen Tuggay

CarCostCanada

2019 Volvo V60 Inscription T6 AWD Road Test Review

If you think the auto industry has given up on cars and is only relying on SUVs to turn a profit, look no further than the thoroughly reinvigorated Volvo brand and its wonderfully renewed lineup of sport wagons and crossover-styled variations on the same five-door theme.

The first to arrive was the beautiful new V90 and V90 Cross Country duo, both having respectively replaced the old V70 and XC70 for the 2017 model year, albeit the former hasn’t been with us for a decade or so. Fast forward to 2019 and Volvo’s wagon lineup just expanded with all-new 2019 V60 and V60 Cross Country crossover models, and thanks to Volvo’s Canadian PR team leaving the sportier of the two in my driveway for three weeks last month we’ll be starting off closer to the ground.

I suppose referencing the more conventional V60 as sportier may not sit well with those who consider a trip down a gravel road with a kayak strapped to the top of the V60 Cross Country T5 AWD a more sport-oriented exercise than fast-tracking through a curving two-lane highway at the wheel of our V60 T6 AWD Inscription, not that the former car can’t manage the latter activity quite well, or vise versa. It’s just that the regular V60 is quicker when upgraded with its as-tested turbocharged and supercharged 2.0-litre four-cylinder engine, and as noted a moment ago sits a bit lower to the ground for better pavement-hugging handling, whereas the raised ride height of the Cross Country allows for greater ground clearance when traversing less hospitable backwater roads and trails. Either way, Volvo has you covered.

I suppose this is as good a time as any to talk powertrains, being that both V60 models incorporate Volvo’s innovative 2.0-litre four-cylinder engine, the T5 featuring turbocharging and the T6 adding the just-noted supercharger to the mix. The former makes a laudable 258 horsepower and 250 lb-ft of torque for thoroughly enjoyable performance from standstill up to highway speeds and beyond via eight quick-shifting automatic gears and standard all-wheel drive, whereas the latter puts 316 horsepower and 295 lb-ft of torque down to the road via the same all-wheel drivetrain.

By the numbers, the V60 T5 AWD allows for an energetic zero to 100km/h sprint of 6.6 seconds and a top speed of 225 km/h (140 mph), whereas the T6 AWD cuts standstill acceleration runs down to 5.7 seconds while upping maximum velocity to 249 km/h (155 mph).

Volvo’s T6 engine seems to make a more sporting note at full throttle than I last remember, while the zero-to-100 times quoted a moment ago feel as good as they look. The drivetrain is especially engaging when set to Dynamic sport mode via the jeweled switch on the lower console, which heightens the performance of all controls. Bend it into a sharp, fast-pace curve and the V60 immediately takes on the role of unflappable sport wagon, providing an adept level of poise that almost seems too capable when simultaneously taking in its luxurious Inscription-trimmed surroundings.

The V60’s cabin is absolutely stunning, which caused me to leave the drive mode selector in Comfort more often than not, and Eco when I was paying attention, which together with auto engine start/stop provided best-possible fuel economy at a claimed 10.9 L/100km city, 7.7 highway and 9.5 combined with the as-tested T6 AWD, or alternatively 10.2, 6.8 and 8.7 for the less potent T5 FWD, and made the most of the impressively smooth ride and wonderfully quiet cabin, ideal for such resplendent accoutrements.

As already executed to near perfection in the crossover SUV classes, Volvo once again creates the D-segment leader for interior design and execution thanks to the highest grades of materials and the finest attention to detail. From its myriad soft-touch surfaces above the waistline and below, including plush perforated leathers, to its beautifully executed decorative metal accents and matte hardwood inlays, the V60 Inscription provides a richness and elegance that’s been sorely missing from this more compact five-door luxury category.

Then there’s comfort, which has always been Volvo’s strength. The Inscription seats are superb, and that’s even before making the myriad adjustments they allow for. The seat squabs extend forward, cupping below each knee, while the backrest side bolsters power inward or outward to fit most any body type, whether you want a snuggly hug or more relaxing support. Support in mind, four-way powered lumbar means you can position extra lower back pressure just about anywhere you want it, but surprisingly not all models the V60 competes against offer four-way powered lumbar. Then again some offer powered steering columns, which is not available with the V60, so therefore the Inscription’s two-way memory settings don’t affect the steering wheel, but if it were one or the other I’d optimize seat comfort and control.

Driver setup in mind, the V60’s tilt and telescopic steering column offers ample rake and reach for all bodily forms, my long-legged, short-torso five-foot-eight medium-build frame fully capable of clasping the leather-wrapped steering wheel rim with elbows optimally bent while my legs were easily within reach yet not too crowded by pedals, while plenty of small adjustments remained for tweaking during long road trips.

Looking forward, the gauge cluster is digital, which is nothing new for the V60 that along with its S60 sibling was one of the first cars in its class to offer a colour TFT display in place of the usual analogue primary instruments. Still, this 12.3-inch driver display, upsized from the base Momentum trim’s 8.0-inch unit, is a much more advanced bit of kit than the old V60’s. In fact, it takes up all available space below the instrument hood, and even better it defaults to the navigation system’s colour map that features 3D building block graphics that are fabulous fun to watch when tooling amongst the high-rises of any downtown core.

Of course, that map can be shown over on the V60’s standard 9.0-inch vertical centre touchscreen, Volvo’s Sensus interface continuing to be one of the best in the industry. It’s not that it wows with bright colours and exciting graphics, but rather because it’s more tablet-like than any of its rivals and therefore is easier to figure out. It features Apple CarPlay and Android Auto smartphone integration, all of the usual gesture controls, 4G LTE in-car Wi-Fi, responds 50 percent faster than earlier versions, although my tester’s otherwise excellent 360-degree surround parking camera was a bit lethargic at startup resulting in fashionably late appearances after I’d finished reversing out of my driveway when leaving in a rush, and thanks to an upgrade to the $3,750 optional 19-speaker 1,400-watt Bowers & Wilkins audio system provided sensational sound quality, while the satellite radio colour album cover graphics were wonderful.

Incidentally, that B&W stereo does more than just sound good, it improves the interior design thanks to a lovely little tweeter at dash central, featuring a stylish aluminum grille, while the similarly drilled aluminum door speakers let you see through to coloured cones within.

Those speaker grilles are surrounded by some of the only hard composite in the entire car, the rest of each door panel soft touch synthetic from top to bottom, excepting the armrest that’s covered in contrast-stitched leather. Likewise for the centre armrest/bin lid, the front edge of the dash top, and the instrument panel just below, which is why I was a bit miffed that Volvo chose not to finish the glove box lid to the same standard, leaving it hard plastic in a segment that normally softens this surface. Volvo leaves the sides of the centre console hard plastic too, but this is more than made up for by a beautiful set of satin-silver framed matte hardwood scroll-top lids for the connectors, tray and cupholders below.

Volvo chose not to add the same wood to the doors, but surrounding the steering column and just ahead of the front passenger are lovely sculpted sections next to an equally artistic inlay of flowing satin-silver aluminum, the V60’s interior design coming across much more zen-like than anything from Japan, or Germany for that matter.

I could continue on about cabin styling, the volume dial, vent controls, rotating ignition switch and cylindrical drive mode selector rimmed in a grippy diamond-patterned bright metal that sparkles as jewel-like as in any Bentley, while those aforementioned seats are as eye-arresting as sore back-alleviating, but there are still some as yet unmentioned details to cover.

For one, the V60 is spacious. In fact, I think the new V60 is targeting previous V70 customers just as much as those who loved the outgoing V60, thanks to 124 mm (4.9 inches) more length overall, plus a 9.6-mm (3.8-inch) longer wheelbase that results in the most spacious rear seating area in the luxury D-segment. The new model is 51 mm (2.0 inches) lower than its predecessor too, which adds to its long, sleek visual stance, but nevertheless it provides ample headroom and legroom for a six-foot passenger behind a six-foot driver, although I wasn’t able to substantiate this claim due to my previously noted five-foot-eight height. Nevertheless, I can attest to an obvious increase in cargo space, the new V60 boasting 20 percent more than the outgoing car.

Reason enough for its growth is Volvo’s new Scalable Product Architecture (SPA) that also underpins the larger V90 sport wagon, not to mention everything else in today’s Volvo lineup other than the compact XC40 crossover. Everything riding on SPA gets regularly praised by owners and auto pundits alike, with aforementioned ride-quality and quietness given near universal accolades, so it only makes sense the V60 delivers to the same high level.

I’ve touched on features throughout this review, but have yet to go into trim details, so without further adieu the base 2019 V60 Momentum T5 FWD starts at just $43,900 plus freight and fees, which is only $50 above than last year’s base V60 yet includes standard LED headlamps, rain-sensing wipers, a powered panoramic glass sunroof, dual-zone auto climate control, leather upholstery, power-adjustable heated front seats with driver’s memory, a powered liftgate, power-folding rear seat headrests, power-folding rear seatbacks with controls in the cargo compartment, a semi-automatic cargo cover that conveniently slides up and out of the way when opening the tailgate, and much more.

Of course, plenty of safety gear comes standard too, including standard City Safety automatic front collision warning with full low- and high-speed autonomous emergency braking, plus Driver Alert Control, steering support, Run-Off Road Mitigation, Lane Keeping Aid and Oncoming Lane Mitigation, and more.

Of special note, the new V60 introduces an Oncoming Braking system that, if sensing an imminent head-on collision will automatically actuate maximum braking force two-tenths of a second before impact. This is said to reduce vehicle speed by 10 km/h before impact, which could potentially save lives and certainly minimize injury.

I won’t go into all standard and optional features available with Momentum or $55,400 Inscription trim, although if interested feel free to check out my previous story that covered everything in detail, but suffice to say the latter as-tested model gets a special chromed waterfall grille, cornering headlights, fog lamps, a really nice leather-wrapped and metal edged key fob, Power Steering Personal Settings with low, medium or high assistance, the gorgeous Driftwood decor inlays, digital gauge cluster and four-way powered lumbar noted earlier, Nappa leather upholstery that’s perforated for allowing through forced ventilation up front, etcetera.

Option out a V60 Inscription T6 AWD and you can have the same $1,000 19-inch multi-spoke alloys as seen on my test car, the previously noted audio upgrade, $1,300 massaging front seats and a $1,150 graphical head-up display. Additionally, my tester included a $1,250 Climate Package with heated Aquablades windshield wipers, a much-welcome heatable steering wheel, and heated rear seats; a $1,500 Convenience Package with Volvo’s Pilot Assist semi-autonomous drive system that uses the Adaptive Cruise Control, Lane Keeping Aid and other advanced driver assistance features to keep the V60 within its chosen lane, plus a Homelink garage door opener and a compass; plus an $1,800 Vision Package with the aforementioned 360-degree surround parking camera, Park Assist Pilot semi-autonomous self parking, front parking sensors, auto-dimming side mirrors, and blindspot monitoring with rear cross traffic alert.

And by the way, all 2019 Volvo V60 pricing was sourced right here on CarCostCanada, where you can find detailed pricing on trims, packages and standalone options for every other new vehicle sold in Canada, plus otherwise hard to get rebate information and dealer invoice pricing that could save you thousands.

The only V60 attribute that arguably outshines all of the above is exterior styling, which to my eyes makes it the best-looking sport wagon in the compact luxury D-segment, and possibly the most attractive combination of new Volvo design elements to date. I love the shape of the new grille and the way the headlamps flow rearward over the front fenders, not to mention the motorsport-inspired wing strut design of the lower front fascia. Yet most of all I like this wagon’s profile, culminating at two of the most unorthodox taillights on today’s market, the V60’s sharply cut L-shaped lenses paying obvious tribute to Volvo’s recent past, but all-new and totally unique as well.

It won’t be hard for you to tell that I really like the look of this car, and I must admit to liking everything else about it too. It made the recent holiday season all the more enjoyable and helped ring in the first week of 2019 with style, comfort and all-round class.

Story credits: Trevor Hofmann, Canadian Auto Press

Photo credits: Karen Tuggay, Canadian Auto Press