2022 Volvo S90

2022 is a split year for the S90 T8 in the US. The original twincharged 2.0L T8 with an 87 hp rear motor (400 hp / 472 lb-ft) carried over from 2021 and makes up most of the model year; in March 2022 Volvo announced the Extended Range T8 (18.8 kWh pack, 143 hp rear motor, 455 hp), which EPA also lists under 2022. The original 400 hp T8 is scored as the representative car. Even so, it clears the 255–300 hp volume engines of the mid-size luxury sedan class.

Combined system torque of 472 lb-ft sits above the top of the sedan band: the rear motor's instant torque stacks on the boosted four's plateau, so rolling response is effortless. The mid-year Extended Range car adds a further 51 lb-ft.

Volvo quotes 4.8 s for the 400 hp T8. Instrumented tests of the same powertrain came in quicker (Car and Driver 4.5 s, Motor1 4.7 s in Sport mode), so the claim is conservative. That is well over a second quicker than volume E 350 and 530i rivals.

On electric power the T8 is silent and smooth, but the original 11.6 kWh pack and 87 hp rear motor mean the engine joins in more often than on the later Extended Range car. Once it does, the twincharged four is coarse and buzzy at higher revs compared with the sixes in rival sedans, and engine restarts can be noticeable. Overall it is smooth with coarse moments, which puts it in the upper 50–79 band and a touch below the 2023+ Extended Range car.

The Aisin 8-speed automatic shifts smoothly and unobtrusively at cruise. The common complaint is a slow kickdown for passing, and the handoff between EV and hybrid modes in the original T8 is less polished than the ZF 8HP in the 5 Series. Manual mode is an afterthought, with no paddles on most trims.

Every 2022 US S90 has all-wheel drive: the B6 AWD with mechanical AWD and the T8 with an electric rear axle. No FWD version was sold in the US for 2022, which is broader AWD coverage than base 5 Series or E-Class models. It stops short of the 90s because the T8's through-the-road eAWD depends on battery charge, and there is no torque vectoring or terrain mode.

For 2022 the S90 was sold as the new B6 48-volt mild hybrid (295 hp) and the T8 Recharge plug-in hybrid, with the T8 offered in original and mid-year Extended Range forms. Both choices are electrified and cover the mainstream and performance ends of the market. However, every version uses the same 2.0L four-cylinder, with no six-cylinder and no battery-electric option, so it stays in the two-to-three-choice band.

Following the PHEV convention, this is the charge-sustaining figure for the representative 2022 T8 AWD Recharge (11.6 kWh): 30 MPG combined once the battery is depleted. The heavy AWD executive sedan carries its battery weight on a 2.0L four-cylinder, so it scores low among plug-in sedans.

In charge-sustaining mode the T8 still recovers energy in stop-start traffic, so it loses only 2 MPG against its combined figure. The B6 mild hybrid manages 23 MPG city.

With a 21-mile battery, 31 MPG is what a road trip actually returns. That is respectable for a 4,700+ lb AWD sedan but no better than the non-plug-in B6, and it sits low in the PHEV sedan band.

EPA rates total range on a full charge plus a full tank at 490 miles. That is adequate for touring but mid-to-low for the sedan band, because the 30 MPG charge-sustaining economy limits the gas portion and the battery adds only 21 miles.

21 EPA electric miles from the original 11.6 kWh pack (blended-mode PHEV) covers only shorter commutes, and it falls below the floor of the PHEV sedan band. The Extended Range T8, announced in March 2022 and also EPA-listed for 2022, nearly doubles that to 38 miles, so buyers should check which version a given 2022 car is.

EPA's blended electricity-plus-gasoline label cost for the original T8 is $2,050/yr. That beats the $3,150/yr B6, but the short electric range means premium gas still covers most miles. The Extended Range car drops to $1,700/yr.

The twincharged T8 requires premium unleaded with no regular-grade option, so every gas mile costs extra. Charging is easy, since the small 11.6 kWh pack refills in about 3 hours on 240V, but at only 21 miles the electric side offsets less of the premium-fuel burden than on longer-range plug-ins. It sits at the bottom of the mixed band.

NHTSA never crash-tested the S90 in any model year of this generation, 2022 included. The 4.5★ placeholder follows the convention used elsewhere in this dataset for untested low-volume luxury sedans (A8, G90, LS, Panamera). The car goes untested because of its sales volume, and nothing suggests a structural weakness. The IIHS record below is all Good.

The 2022 S90 was an IIHS Top Safety Pick+ under that year's criteria. It earned Good ratings in all six crashworthiness tests then in force: driver- and passenger-side small overlap, moderate overlap, side, roof strength, and head restraints. It loses a few points because the results come from 2017–2018 tests, the passenger small-overlap test had one Acceptable sub-measure, and the TSP+ needed only an Acceptable headlight.

As usual for Volvo, the safety suite is standard on every 2022 S90 trim. It includes City Safety AEB with pedestrian, cyclist and large-animal detection, BLIS blind-spot monitoring, cross-traffic alert, rear automatic braking, lane-keeping aid with lane-departure warning, road-sign information, and Pilot Assist (adaptive cruise with steering assist). The 360-degree camera is the one item that needs a package on the cheapest Momentum trim.

The standard City Safety system earned IIHS's top Superior rating in the vehicle-to-vehicle test, avoiding collisions at both 12 and 25 mph. In the daytime pedestrian test it rated Advanced, the middle tier: it avoided the crossing adult but only reduced impact speed in the child and higher-speed parallel scenarios. IIHS has no nighttime pedestrian result for the S90, so the score stays below the 80+ band.

BLIS with steering support and cross-traffic alert are standard on every 2022 trim, so the coverage includes active steering intervention, not just a warning. Rear automatic braking backs it up when reversing. It falls short of best-in-class only because there is no rear-occupant safe-exit warning.

Lane-departure warning and lane-keeping aid are standard and do that narrow job. The Pilot Assist centering function is the weak spot. Reviewers of this generation describe it wandering, losing lanes when markings break, and ping-ponging, and some stopped using it. That trails the BMW and Genesis systems that testers leave switched on.

The adaptive cruise is standard, works across the full speed range with stop-and-go, and follows and resumes smoothly. As a combined highway assist, the unreliable steering half holds it back (see 3.2.4). There is also no automatic lane change, and a tap of the cruise buttons moves the set speed in 5 mph steps.

There is no hands-free capability. Pilot Assist requires hands on the wheel: it warns the driver and then disengages if it senses no steering input. No 2022 Volvo offered hands-free highway driving in the US.

IIHS rates the LED reflector headlamps Acceptable on all trims, so no trim offers a better lamp. Curve-adaptive lighting and high-beam assist are standard, which keeps the rating out of Marginal. The low beams light the right side of straightaways and gradual left curves poorly, which leaves the S90 below the Good-rated norm in this class.

Sightlines are average for the class. The raked windshield brings thick A-pillars, the beltline is high, and the over-shoulder view to the rear is restricted. Cameras make up for much of it: the 360-degree camera is standard on Inscription (the volume T8 trim) and part of a package on Momentum, and every trim has parking sensors and standard BLIS.

IIHS rates the LATCH Acceptable. The two outboard positions have full LATCH hardware with visible anchors, and the center seat has a tether only, so three seats across on LATCH is not possible. IIHS notes the anchors are hard to maneuver around. The long-wheelbase body's large rear legroom easily fits rear-facing seats.

Every 2022 US S90 is a five-seat sedan, which tops the sedan band.

2022 uses the same long-wheelbase body as every US S90 since 2018. 37.8 in is mid-pack for the class, and because the moonroof is standard there is no sunroof-delete figure.

42.2 in is a little above the segment midpoint, and the standard power front seats with driver memory make it usable for tall drivers.

The roofline stays flat behind the B-pillar, so rear headroom equals the front. That lands in the upper part of the sedan band.

This is the S90's defining packaging advantage. The China-built long-wheelbase body is stretched 4.7 in behind the B-pillar, which gives about three inches more rear legroom than the 5 Series, E-Class or A6.

13.5 cu ft is small for the mid-size luxury class; the long wheelbase was spent on rear legroom. The T8 loses no space, though, because its battery sits in the center tunnel.

Small-item storage is a consistent weak point on this generation. The center console bin is shallow, there is little up front beyond the wireless charging pad and adequate door pockets, and nothing qualifies as a clever storage solution.

Volvo's seats set the benchmark for the segment. The volume T8 Inscription comes standard with ventilated, power-bolstered front seats, and the long-wheelbase rear bench is a real place for adults to sit. Massage seats are an option.

The ride is comfortable on the standard 19-inch Inscription wheels and better with the $1,200 Four-C air suspension, which is optional on both trims. Reviewers call the passive setup slightly firm for a luxury car, and the R-Design's sport tune is firmer still.

Wind noise is low at highway speed, and the car is silent in EV mode. However, the original T8's 21-mile battery means the coarse twincharged four runs more often than on later cars, so overall isolation trails the German and Lexus benchmarks.

The Inscription comes standard with four-zone climate, ventilated front seats, rear sunshades and a panoramic roof. A PHEV can also precondition the cabin through the app. Heated rear seats and a heated wheel, however, sit in the $750 Climate Package rather than being standard as on later cars.

The T8 plug-in hybrid is the scored configuration. For 2022 it was offered in Inscription or R-Design trim at the same $61,050 before destination, with the mid-year Extended Range versions $1,000 more. That puts it about $7,000 past the top of the sedan pricing band, so this item floors.

The original 11.6 kWh T8 Inscription made up most of the 2022 model year, so it is used as the volume trim. Before the Inflation Reduction Act took effect in August 2022, buyers could claim a $5,419 federal credit on this car, which lowered the real price for most of the model year. The credit is not subtracted here because it depended on purchase date and the buyer's tax liability.

Volvo's complimentary scheduled maintenance pays for the first three annual services, which keeps the S90 well below German mid-size luxury sedans on this item. Costs rise after year three, with European dealer labor rates, large wheels and tires, and the extra plug-in hybrid hardware. The figure sits between the CarEdge and Edmunds estimates.

The 2022 car can be judged on what it actually sells for. Late in 2026, roughly five years after launch, a 2022 T8 Extended Range was worth about $28,000–$31,000 against a $63,095 sticker. That is weak retention, typical of luxury plug-in hybrids, and the S90's 2025 exit from North America adds to it. The 2022 car still holds value better than the later Recharge years, because the pre-IRA federal credit lowered its effective price when new.

Volvo's New Vehicle Limited Warranty is a year longer than the 3-year/36,000-mile mainstream norm and matches the German luxury brands. It is shorter than the 5-year coverage from Genesis and the other Korean brands.

The scored value is the federally required 8-year/100,000-mile coverage on the plug-in hybrid hardware. Volvo has no separate, longer powertrain warranty in the US, so the gas engine and 8-speed automatic lose coverage at 50,000 miles.

Volvo covers one factory service a year for the first three years, adds four years of roadside assistance, and includes four years of connected services. The German rivals include no scheduled maintenance at all. It falls short of the 90s because the mileage cap is 30,000 and the T8 gets no charging credit.

$62,095 volume-trim price minus its estimated resale value after 5 years (44% retained, or about $27,322) leaves about $34,773 in depreciation. Add the projected $5,000 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $39,773 in total.

The signals are mixed and mostly negative, which puts it in the low-middle of the band. Consumer Reports has no rating for the 2022 S90 because too few owners responded. Every brand-level measure of the 2022 model-year cohort is poor: Volvo finished last in the J.D. Power 2022 Initial Quality Study at 256 PP100, and still placed 23rd of 31 when the same model year was measured for three-year dependability in the 2025 VDS. The scored T8 is a plug-in hybrid with the earlier ERAD2 rear drive, before the 2023 redesign. In its favour, the design was in its sixth year with no changes for 2022, and the car itself has a quiet field record: NHTSA shows zero owner complaints.

Volvo has been in the bottom third of recent quality and dependability studies and is getting worse. It was last in the 2022 IQS for this car's own model year. It finished 23rd of 31 in the 2025 VDS (the 2022 cohort) and second-worst of 31 at 296 PP100 in the 2026 VDS. Most of the problems are software, electronics and infotainment rather than mechanical failures, which limits the risk of a catastrophic repair but not the day-to-day annoyance this item measures.

There are three campaigns but only two separate defects. One affects the drivetrain: an engine-control-module software error can stop the gas engine from starting, so the car loses drive power once the high-voltage battery runs down. The other is a rearview camera that may not display, which needed a second remedy in December 2025 after the first fix failed. Both are fixed with free software updates, there is no fire or structural recall, and NHTSA has logged zero owner complaints. The loss-of-drive-power recall and the re-issued camera fix put this in the typical band, slightly below the 2024 car. TSB patterns were not reviewed directly, hence MEDIUM.

This is the T8 before the 2023 rework. The 2022 model year still uses the 87-hp ERAD2 rear electric drive and the 11.6-kWh pack. ERAD2 failed less often than the original ERAD1, but the electric rear axle is still the known weak point of this T8 generation, and its clutch-pack design is what Volvo replaced with a planetary gearbox in ERAD3. The 2.0-litre VEA four has no systemic failures, but in T8 form it is both turbocharged and supercharged. It also uses a timing belt on a 10-year/100,000-mile interval, and the engine is an interference design, so a failed belt or tensioner can destroy it. The ECM no-start recall adds to the picture. A mixed history that includes a known problem unit puts it just under the middle of the band.

This is the car's strongest point: open-pore wood, leather or Nappa, metal trim, finely grained plastics and the Orrefors crystal shifter on the T8. Reviewers praise how restrained and carefully finished the cabin is. It stops short of the top of the band because the cabin layout dates to 2016, and for 2022 the US car still had the older Sensus portrait screen rather than Google built-in.

The physical assembly holds up well: reviews and owner reports of the Daqing-built car do not complain about rattles or panel gaps. But this item also counts initial-quality reports, and Volvo's 2022 model-year cohort finished last in the IQS at 256 PP100. Most of those complaints are about infotainment and electronics rather than trim alignment, so the score stays mid-band instead of dropping into the low band.

The network is adequate, not good. About 281 retailers in 48 states covers the country, but thinly next to BMW or Mercedes, and Volvo's service satisfaction is below the premium average. The S90 was also withdrawn from North America after 2025, so dealers will see fewer of them each year.

Repair costs are normal for the class: RepairPal puts the S90 at about $522 a year, and independent Volvo parts suppliers (FCP Euro, IPD, Skandix) are easy to find. Two things hold the score down. The 2022 car's warranty on the high-voltage battery and ERAD2 ends at 8 years/100,000 miles, after which a failure is an expensive dealer-parts repair. And a China-built nameplate that has since been withdrawn from the US carries a long-term risk on parts supply and tariffs.

The 9-inch portrait display is fitted to every 2022 trim with no larger option, and it is the smallest screen in the mid-size luxury class.

2022 is the year the S90 switched from Sensus to Google built-in (Android Automotive), and native Google Maps and Assistant are a real improvement. The launch software was rough, though: menus are occasionally sluggish, the 360 and reversing cameras cannot be shown together, and climate controls are touchscreen-only. The later Volvo Car UX redesign came only by OTA.

The 2022 S90 shipped with no phone projection at all. Wired-only Apple CarPlay arrived by OTA in July 2022, and Android Auto came only years later on this platform. No wireless projection was ever offered, so this lands in the low band.

Native navigation is Google Maps with live traffic, and the voice assistant is Google Assistant. This is class-leading, and it is the reason the missing phone projection matters less.

The volume T8 Inscription has the 14-speaker Harman Kardon system as standard, and the optional 19-speaker Bowers & Wilkins system is reference-grade.

A 12.3-inch full-digital driver display is standard and can show Google Maps. However, it has only a few fixed layouts rather than the configurable widgets German rivals offer.

MY2022 is the first OTA-capable S90. It has since received updates that add features, including CarPlay in 2022 and the Volvo Car UX redesign, all free. Updates arrive roughly quarterly, and chassis calibrations still need a dealer.

The Volvo Cars app covers remote lock and unlock, preconditioning, the car locator, send-to-car and PHEV charge timers, with data included in the digital services package. The app has no phone-as-key function and draws owner complaints about slow connections.

Wireless charging is standard, and there are USB-C ports in both rows. There is no AC outlet or high-wattage device power, so it is adequate rather than abundant.

Keyless entry with push-button start is standard, and remote preconditioning runs through the app. A hands-free power trunk is available, but phone-as-key is not offered.

A rear camera and front and rear park sensors are standard. The 360-degree camera, however, is part of the $1,900 Advanced Package rather than standard as on 2024 cars, and it cannot share the screen with the reversing view.

The head-up display can be ordered on both T8 trims through the $1,900 Advanced Package rather than being locked to a top trim. It is a clear, conventional-sized unit and is not standard.

With 40.4 in of rear legroom, a rear-facing seat fits without pushing the front passenger forward. Against that, LATCH is rated only Acceptable, the center seat has a tether only, the door openings are small, and the 13.5 cu ft trunk takes a stroller grudgingly.

In 2022 the S90 was an IIHS Top Safety Pick+, and the full Volvo ADAS suite comes standard on every trim: City Safety AEB, BLIS, cross-traffic alert, Pilot Assist and lane keeping. The car has never been crash-tested by NHTSA, IIHS's structural tests date to 2017–18, and there is no rear-occupant alert.

Four adults travel well: four-zone climate, rear sunshades and limo-like legroom are standard on the Inscription, and there are rear USB-C ports. Luggage is the limit at 13.5 cu ft, and heated rear seats need the Climate Package.

The S90 is a relaxed commuter, with light steering, excellent seats, standard adaptive cruise and silent EV running for short trips. The touch-only climate controls and sluggish launch-year Google software add friction, and the 21-mile battery means the coarse engine starts on most longer commutes. The 8-speed is also slow to kick down.

The EPA blended cost of $2,050 a year beats the $3,150 B6, and short commutes can run on electricity. But the 21-mile range of the original T8 means premium fuel covers most miles, and insurance and maintenance are luxury-car high. Running costs are average for the class.

At 200.4 in long, the car is large for city use, and thick A-pillars limit the view. The 38.7 ft turning circle and light steering help, but the 360 camera is an option (the Advanced Package) rather than standard in 2022.

The S90 has no US tow rating (the Tow Pack is not offered in North America), no published payload and only a 13.5 cu ft trunk, so it is not a work vehicle.

Everything about the car points away from hard use: a twincharged four plus a high-voltage pack, optional air springs, leather and wood trim, and no fleet history. It is a luxury car.

The S90 has no AC outlet or V2L, no factory hitch in the US, no bed and no upfit ecosystem. Power is limited to 12V and USB-C.

This is an excellent tourer: benchmark seats, a quiet highway cabin, standard Pilot Assist and 490 miles of EPA range. It is held back by the lane-centering inconsistency testers report and by premium fuel at 31 MPG on the highway.

Standard AWD makes it a credible car for a ski trip on plowed roads. Otherwise it is bound to pavement: about 5.6 in of clearance, no US hitch, no roof rails, no AC outlet, and an electric rear axle whose traction fades as the battery runs down.

The 13.5 cu ft trunk is wide and low, and 60/40 folding seatbacks give a pass-through. Through a fixed sedan opening, with no roof rails, no hitch and poor cabin cubbies, bulky gear is restricted.

With double-wishbone front suspension and standard AWD, the car is secure and composed. The heavy long-wheelbase body and comfort tune put it with the G80 and ES, not the 5 Series. The R-Design's sport tune sharpens it slightly.

The steering is light, direct and accurate but short on road feel: precise but numb.

Testers of the T8 describe the blend between regenerative and friction braking as natural and the pedal as strong. No instrumented 60–0 figure has been published for the 2022 T8, and it is a heavy car to stop.

Electric thrust is smooth, but the original T8's small battery and 87 hp rear motor bring the twincharged four in often, with noticeable restarts. The 8-speed is also slow to kick down.

The car is silent on battery power, but the four-cylinder is coarse when revved compared with rivals' sixes, and with only 21 EV miles it is heard more often than on later T8s.

The 120.5-in long-wheelbase body has no rear steering, which places it toward the wide end of the sedan band.

The seats adjust widely and visibility is good for a sedan. The 2022 car moves climate and most functions into a new, sometimes sluggish touchscreen interface, and the door openings are small.

With 400 hp it reaches 60 mph in 4.8 s, but it is a serene cruiser rather than a car to seek out a winding road in. The steering is numb and the four-cylinder sounds strained.

The T8 Inscription comes standard with AWD, leather, a 9-inch Sensus touchscreen, a 12.3-inch digital gauge cluster, four-zone climate, heated front seats and a full City Safety and Pilot Assist driver-assist suite. That compares well with a 530e or E 350 at a similar price. It stays in the 70s because several items cost extra: the head-up display, 360-degree camera, Bowers & Wilkins audio, massaging seats and rear air suspension came in packages.

For about $62,000, the T8 delivers 400 hp, standard AWD, about 21 miles of electric range and nearly full equipment. That undercuts comparable 5 Series and E-Class plug-ins and outpowers them. Buyers before August 2022 could also claim a $5,419 federal credit, which brought the effective price close to a B6 Inscription. Weak resale holds the score in the upper part of fair value.

2022 had the broadest late-generation US lineup: a B6 mild hybrid in Momentum, R-Design or Inscription, and a T8 plug-in in R-Design or Inscription. The T8 came in two versions, the original 11.6 kWh car and the mid-year Extended Range. That gives a sporty and a luxury flavor at each powertrain. Every version is AWD and uses the same long-wheelbase body, and there is no six-cylinder or performance model, so the choice is still narrower than the German rivals offer.

The S90 sold 1,348 units in the US in 2022, down from 1,485 in 2021 and far below the tens of thousands a year sold by the 5 Series, E-Class and Lexus ES. Sales collapsed to 423 the next year. Poor sales were later cited as one reason for its North American exit.

Volvo's safety and Scandinavian-design reputation was at a high point in 2022, when it won the most IIHS Top Safety Pick+ awards of any automaker, including one for the S90. US buyers still see it as a respected alternative rather than an aspirational badge like BMW or Mercedes, and its reliability rankings are middling.

The 2022 model year sold during the chip-shortage inventory crunch, when luxury dealers rarely discounted and Volvo's own cash offers were thin. The main buyer benefit was the $5,419 federal plug-in credit, available until the IRA's final-assembly rule removed this China-built car's eligibility in August 2022. That leaves modest deals that depended on timing.

2022 is the sixth model year of a generation that launched for 2017 on the SPA platform. It was one year past the 2021 facelift and got the Extended Range T8 mid-year. Google built-in infotainment, which reached the XC40 and XC60 that year, never came to the S90. The car would get only three more US model years before it was dropped without a replacement.

Critics consistently liked the 2022 S90 for its interior, rear-seat space and strong plug-in performance, and it earned an IIHS Top Safety Pick+. U.S. News scored it 7.8/10, and KBB experts gave it 3.9/5. Reviewers did not rank it first in comparisons, citing its firm ride and controls buried in the touchscreen.