This is the swan song for the 2025 Volvo XC90 Plug-in Hybrid. There’s a refreshed model around the corner with significant changes inside and out, but none of this means the outgoing XC90 would be considered passe by any means. In fact, if you want an XC90 right now and would rather not wait until the refreshed model debuts, you’re not losing much. The XC90 has undoubtedly aged well, remaining competitive with a few aces up its sleeve in a very crowded market. Jumping into the driver’s seat is all the reminder you need.
The plug-in hybrid powertrain is the most powerful, most expensive, and supposedly most fuel-efficient version of the XC90 you can buy in Canada. A 2.0-litre turbocharged four-cylinder engine is under the hood, working with an electric motor and a 18.8 kWh battery pack to produce an impressive 455 horsepower and 523 pound-feet of torque.
The XC90 is a rather large and heavy sport-ute, but it moves with authority and is plenty quick for most buyers, with a zero-to-100 km/h run in just under five seconds. A smooth-shifting eight-speed automatic transmission and all-wheel-drive is standard. If you’re seeking a fully electric version, the EX90 should fit the bill.
On the road, the XC90 T8 impresses. The suspension leans more towards comfort than sport, but I welcome that. The ride is quiet and compliant, wind and road noise are hushed, and the air ride suspension does a great job at soaking up major imperfections. You can have a bit of fun—the XC90 is quick off the line, there’s good grip and the steering feels great. But the XC90 leans a fair bit if you take a corner with a bit of extra speed, so don’t go chasing Porsche Cayennes or BMW X5s.
Volvo says the XC90 T8 allows you to travel up to 53 kilometres purely on electric power, but this does drop significantly on the highway, or in less-than-ideal weather. With the gas and electric ends working together, fuel economy is rated at 9.1 L/100 kilometres in the city, 8.6 highway, and 8.9 combined. I averaged 9.4 L/100 km in my time with it, but that’s because the XC90 had two things working against it: my mostly highway commute, and my heavy right foot.
The XC90 T8 offers good EV-only range and decent-for-a-big-SUV fuel economy, but charging it up can be quite slow for a present-day plug-in hybrid. The XC90’s 3.7 kW on-board charger is less than competitors like the Mercedes-Benz GLE 450e and BMW X5 xDrive50e, so you’re looking at a zero-to-100 per cent charge in at least five hours. And while Mercedes offers optional Level 3 fast-charging on the GLE 450e, Volvo does not.
Visually, the current-generation XC90 hasn’t changed much since it debuted nearly a decade ago. That’s hardly an issue, because I’ve always found the exterior styling handsome and sharp-looking. Inside, it’s all-Volvo: quality materials abound, the ergonomics are on point, and the seats are still among the best in the business. If I had to nit-pick, I’m a little tired of the interior. All Volvos pretty much have the same layout, so when you’re jumping from, say, an XC60 Black Edition, you can pretty much operate the XC90 with your eyes closed. It’s not an unattractive space, but it’s straightforward, minimalist, and lacks the wow factor you’d find in an X5 or GLE.
The infotainment remains Google-based and much improved from the XC90’s original system, but still not perfect. Android Auto and Apple CarPlay are standard but not wireless, and the nine-inch touchscreen display looks and feels rather small by today’s standards. Moving rearward, space is plentiful for most families, with good headroom and legroom in the first two rows. The third row allows larger families to travel in relative comfort, but at 317 litres, cargo space behind the third row is limited. That figure grows to 966 L with the third row stowed, and 2,427 with everything folded.
While the base, mild hybrid XC90 starts at $81,425, the plug-in hybrid sits at the top of the lineup, at $93,450. Features such as Nappa leather, heated and cooled front seats, a massive panoramic sunroof, and a gorgeous crystal shift knob are all standard. Our tester included several other features, such as air suspension and the impressive Bowers and Wilkins sound system that is absolutely worth every penny, bringing the total to $102,105 as-tested before fees and taxes. The cost of entry certainly isn’t cheap, especially when the X5 plug-in hybrid is arguably a better all-rounder for less money.
The luxury SUV space is very competitive, even among those that you can plug in. The 2025 Volvo XC90 Plug-in Hybrid has an uphill battle against its German competitors, but it holds its own with a quality interior, good EV-only range for most buyers’ needs, and of course, Volvo’s reputation for safety and comfort. The refreshed XC90 is due out very soon, but if you simply can’t wait, we don’t blame you for going with the current model.
