Volvo S90 D5 R-Design: Redefining Swedish sensibility

By Martin Pretorius 

The last time an “S90” badge graced a Volvo's rump, it was stuck onto a very conservative saloon – one of the last descendants of a line which dated back to the early 1980's. It used a 6-cylinder engine, had rear-wheel drive, and was a conventional as could be. It really was the odd one out in Volvo's line-up, which, by that time, had all moved to front-wheel drive platforms and forced induction, but the S90's gentlemanly, upper-crust character gave it a temporary stay of execution until it was replaced by the first front-wheel driven S80.

But now this badge is back, and after almost two decades (and two generations) of S80 models, the top-line Volvo is moving back upmarket with the new S90. It's facing an uphill battle, however: the executive saloon class is brimming with talent from a host of equally-new competitors: there's the perennial favourite BMW 5 Series, the acclaimed E-Class Mercedes, and accomplished Jaguar XF to deal with, while the latest Audi A6 is due any moment now. Does the new big Volvo have what it takes to conquer sales from these stellar opponents?

Thor's hammer hits the nail on the head

In a world where pedestrian safety and lighting regulations dictate how cars may and may not look, the S90 certainly has a distinctive appearance – far more than its two direct predecessors did, that's for sure. The front end is dominated by a rather bluff, blunt grille, framed by slit-like headlights and underscored by a broad, squared-off bumper.

It's saved from modern anonymity by the intricate detailing all round, specifically by the rather pretty daytime running lamp design incorporated in the adaptive LED headlamp clusters. Featuring the now-familiar “Thor's hammer” styling motif, they create as much of an immediate visual signature as BMW's headlamp “halos”. On our R-Design test car, further relief from austerity is provided by the gloss-black radiator grille and bumper inserts, adding some aggression to an already rather menacing face. 

Things get more interesting around the flanks, where the bonnet's flutes and ridges morph into nicely chiselled character lines, defined creases and intricate surface treatment, to create a well-fitting suit for the S90's high-tech platform. Even on this R-Design car, there is a certain simplicity to the side view, with no overtly-aggressive side skirts or massive wheel-arch flares, and the only visual relief being provided by the satin chrome window surround.

Fortunately, the S90's semi-fastback profile keeps it from looking blocky, and creates a nice counterpoint to the minimalistic styling approach. The proportions are also very pleasing, with a relatively long bonnet and cab-rearward architecture to give it a sporty stance. Out back, the rear bumper is book-ended by two shiny exhaust outlets, with interestingly-shaped tail lights defining the upper corners. Striking 21-inch wheels dipped in low-profile Pirelli rubber adds the final touch to a surprisingly athletic-looking large sedan. One thing is certain: the new S90 is a seriously handsome car, and it definitely won't be mistaken for anything else.

It's just as impressive inside.

High-tech is the name of the game in this market segment, and the big Volvo definitely delivers on this count as well. The interior décor is an intriguing mix of traditional- and space-age design, with the dashboard's horizontal emphasis creating an impression of width and space. This is a good thing, as the R-Design specification features carbon-fibre inserts to go with the dark grey cabin trim – a combination which only avoids looking sombre thanks to some strategic brightwork and light-grey stitching all over.

It's very purposeful and quietly dignified, but the standard stainless-steel trim or optional wood inserts will create a much airier atmosphere in the cabin. Build- and material quality is top-notch, and just about matches what you'd find in Germany's very best offerings.

As in the XC90, Volvo's signature touch-screen still steals the show. It might take some getting used to, but once the driver is acquainted with the system's operation, it becomes quite intuitive to use. This screen operates most of the secondary functions such as the infotainment system, 4-zone climate control, and driver assistance systems, and also provides the display for the surround-view cameras. 

There's a lot of tech

Apart from the aforementioned cameras, the touch screen also controls the automatic parking functions, as well as settings for everything from the cabin lighting and navigation system to the digital instrument cluster and head-up display. Driver assistance includes automatic emergency braking as part of Volvo's City Safety system, as well as Pilot Assist, which provides semi-autonomous driving (steering and speed control even in traffic jams) with minimal driver input, and parking assistance for both parallel- and perpendicular parking bays. These systems all work quite unobtrusively, although the lane-keeping assistance does tend to weave between lane markings when left to its own devices.

In addition, our test car also featured a thundering Bowers and Wilkens audio system, and electrically adjustable heated seats in front (with 2-position memory for the driver). Being Volvo, those seats are absolutely sublime, and manage to be as supportive as they are cosseting. Rear-seat occupants are treated to acres of space, door-mounted roller blinds, multiple adjustable air vents, and individual climate controls.

The engine is very impressive

In the current, down-sized fashion, all S90s are powered by 2.0-litre 4-cylinder engines, in both petrol- and diesel flavours, and with varying levels and methods of forced induction. Our D5-specification test car featured the higher-powered diesel engine, equipped with two turbos and something called PowerPulse.

Far from just a cool gadget, PowerPulse brings genuine real-world benefits to the S90's driveability by sharpening the throttle response and cutting turbo lag to a minimum. At the risk of over-simplifying the operation of PowerPulse, it's basically a mechanism which injects compressed air into the primary turbo's exhaust housing when sudden power demands are made via the accelerator pedal, thus getting the turbo up to speed (and delivering boost) much quicker.

It's a very simple system, but all the more fiendishly clever for it, and very effective indeed. Rather than the long moments of lag you'd usually associate with sudden power demands on just about every turbo-diesel out there, the S90 D5 builds noticeable thrust from the moment the accelerator is tickled. It's not particularly aggressive in its power delivery, but rather surges forward immediately, and oh-so-smoothly.

It's deceptively quick

But for all its refinement, the performance isn't shabby at all, as you'd expect in a car with 173 kW and 480 Nm. According to Volvo's official figures, the 0 – 100 km/h dash is completed in 7.0 seconds, and it tops out at 240 km/h. The driving experience gives no reason to doubt those claims, as there's a solid slug of torque available across the rev range, and the slick-shifting 8-speed automatic gearbox helps the engine to do its best work.

While the gearbox can be controlled by the shift paddles mounted on the steering column, it's rarely necessary to intervene in this way, because it's really well-programmed to be both intuitive and responsive. The same applies to the D5's all-wheel drive system, which operates unobtrusively to maximise traction.

Fuel economy was unfortunately quite some way off Volvo's average claim of 4.8 ℓ/100 km, and measured at 7.2 ℓ/100 km after our week with the car. Not as excellent as the claims, but still very decent for a large, luxury sedan.

There is some German influence in the driving experience, though...

The ride comfort is generally exemplary, with the air suspension doing a very good job of isolating the cabin from untoward jolts and shudders. However, those lovely-looking 21-inch wheels with their low-profile rubber do exact a noticeable penalty over sharp bumps and ridges. While it never really becomes jarring or uncomfortable, the shallow tyre sidewalls do impart a brittle quality to the low-speed ride, which is quite at odds with the S90's cosseting behaviour everywhere else.

That said, the S90 (specifically in R-Design trim) is a surprisingly competent driving tool, with nicely-weighted steering, sharp responses, high grip levels, and a fairly neutral handling balance. It's not as overtly sporty as the Germans, yet it doesn't complain when being hustled down a twisty road, even if it's not particularly communicative or playful while doing so.

And then there's the value aspect

It's impossible to refer to a car with a price tag which just scrapes in under the R840 000 mark as affordable, but it can be said that the S90 D5 at least offers a good value proposition. In addition to the car's intrinsic excellence, it comes with a long list of high-tech toys and an engine without any direct competitors: the BMW 530d and Mercedes E350d are both somewhat more powerful but a lot more expensive, and many of the Volvo's standard fittings can only be found on those opponents' option sheets.

Conversely, the comparably-priced Germans are significantly less powerful, and obviously also can't match the S90's equipment levels. What we have here, is a car which shines in almost every aspect, does it with a character all its own, and at a price which isn't unreasonable at all. But, unless you place a particularly high priority on a really sporty appearance, just stick to the standard 19-inch wheels instead of the optional 20- or 21-inch items. Thus equipped, the S90 can stand proudly at the top of its class: it's one of the few high-value, truly luxurious large sedans still available out there.