2021 Volvo S90

The Volvo S90 Recharge plug-in hybrid (PHEV) was introduced as a 2017 model, and while it sells in minuscule number compared to its German competitors—frequently moving off dealers’ lots at rates of about one tenth of those of the Mercedes E-Class or BMW 5 Series—it is a delightful option for those who want something truly distinctive, and aren’t interested in a Jaguar. Because it’s a PHEV, we review the T8 separately from the standard S90.

In fact, the S90 Recharge brings to mind both the Jaguar XF and now-discontinued XJ, with their general tilt toward the plusher end of the driving spectrum. It also evokes those models when it gained a four-inch wheelbase stretch for the U.S. market a couple years back. At this new length it splits the difference in size between European midsize and full-size sedans. This is, in part, because it is built in China for export to America, and the Chinese market prefers stretched rear compartments.

The S90 Recharge also represents something of a value proposition compared with many of its competitors. Two models of the Recharge are available, the R-Design and the Inscription, both of which start at a reasonable $61,095 including a $1,045 destination fee. That’s about $2,000 less than a Mercedes-Benz E450 4Matic sedan, $16,000 under a Lexus LS500 and $36,000 cheaper than an Audi’s admittedly larger and roomier A8L plug-in hybrid.

Both versions of the S90 Recharge feature the same powertrain: a sophisticated supercharged and turbocharged four-cylinder gasoline engine that puts out a whopping 313 horsepower, combined with an electric motor that adds 87 horsepower for a round total of 400 horsepower. This is put to the ground via an eight-speed automatic transmission and standard all-wheel drive, providing a zero-to-60 time of just 4.8 seconds. 

Both trims feature a big moonroof, perforated Napa leather, heated front seats and a zillion driver-assistance features that allow the car to avoid and mitigate typical collisions and even uncommon ones like running off the edge of the road or bumping into a large animal. Needless to say the usual suspects, like blind-spot monitoring, automatic emergency braking and adaptive cruise control, are all bundled in.

The two packages differ in their overall look and feel. R-Design is sportier, with blacked-out exterior and perforated metal interior trims, and fewer spokes on the 19-inch standard wheels. Inscription is more traditional luxury with chromed-up exterior trim, beautiful unvarnished oak interior pieces, and more delicate wheels. The Inscription also gets ventilation on the front seats. 

A $1,300 Lounge Package adds ventilation, massage and a special armrest to the backseat. A $750 Climate Package adds heat to the back seats, steering wheel, and wiper blades (apparently an important feature to Swedish plutocrats). The $1,700 Advanced Package adds finicky hands-free operation to the trunk lid, and a useful head-up display, projected on the windshield in front of the driver. 

Twenty-inch wheels are an $800 add, but they don’t improve the ride much. The standard 19-inch units are smoother and look just as good. It’s also hard to tell if the $1,200 adaptive air suspension boosted ride quality. The situation is similar to the push/pull combination of a louder sport exhaust and extra sound-deadening insulation available on the Mercedes-AMG E63S wagon: one step forward, one step back. 

One option that isn’t available is a power-adjustable steering column, which seems like a significant oversight in this class of big-buck barges, though most drivers will only use this feature one time and then forget about it.

The surprisingly huge rear seating area provides a sense of luxury, especially with the Lounge Package. There’s a full 5 inches more legroom back there than the E-Class and four inches more than the 5 Series, but 4 inches less than the full-size Audi A8L. Even the trunk is (ever so slightly) bigger than the E-Class’, though slightly smaller than the BMW’s. 

The interior materials and design are also less austere and a bit less pushily tech-forward than the Germans, and certainly the Tesla S, though this can be a bit of a negative when engaging with the touchscreen infotainment system. It was clean and advanced when it was introduced some years back, but the infotainment setup now seems just a bit laggy, particularly when it comes to adjusting the HVAC and seat heating/cooling controls. Buttons work best for that.  

Volvo also offers a $3,200 Bowers and Wilkins stereo, but it also doesn’t seem a worthy upgrade from the fine-sounding standard Harmon Kardon unit.

One more point of contention is in making full use of the Recharge’s rechargeable battery. Twenty-one miles of range seems like plenty for daily commutes or errands, but setting the vehicle in Pure mode, which allows it to operate only on electric power, comes with some restrictions. 

On flat ground, the 4700-pound car can get itself up to highway speeds, given enough time and space, but throw a hill in there, and there’s nowhere near enough push for the S90 to even get out of its own way—the gasoline engine will need to kick in. Buyers should be mindful of this depending on the topography of their home area. That said, a 30 mpg combined EPA fuel economy rating makes the S90 Recharge a very economical option. Even the full-hybrid Lexus LS 500h only manages 28 mpg combined, and Mercedes-Benz’s E-class plug-in isn’t on sale yet.