2024 Volvo XC90

The 2024 XC90 is the final pre-facelift year of the SPA-based second generation (the refresh arrived for MY2025); the volume B5 AWD uses a 2.0L turbo four with 48-volt mild-hybrid assist rated 247 hp, modest for a three-row luxury SUV.

The B5's engine produces 258 lb-ft; some dealer literature quotes 266 lb-ft including the mild-hybrid starter-generator, but the engine figure is used as the published rating.

Manufacturer-quoted 0–60 for the B5 AWD is 7.3 seconds — mid-pack for a ~4,700 lb three-row luxury SUV; the T8 PHEV is far quicker.

Reviewers describe the B5's delivery as smooth with little turbo lag and unobtrusive mild-hybrid restarts, but the 2.0L four sounds strained under hard load in a vehicle this size and lacks the silk of six-cylinder German rivals.

The Aisin eight-speed automatic shifts smoothly and picks gears sensibly, tuned for comfort; kickdown can be a beat slow and manual mode adds little.

Maximum conventional rating in any 2024 configuration is 5,000 lbs with the factory tow bar; competitive for a unibody luxury three-row but short of 7,000+ lb rivals.

All-wheel drive is standard on every 2024 XC90 (B5, B6, T8), with Off-Road mode and hill descent control; no low range, lockers or true torque-vectoring rear drive unit.

Pavement-oriented luxury crossover with about 8.8 in of ground clearance (more with optional air suspension), Off-Road mode and hill descent control, but no skid plates, low range or off-road trim.

Three distinct powertrains for 2024 — B5 and B6 48-volt mild hybrids plus the 455 hp T8 Recharge plug-in hybrid with ~32–33 miles of EPA electric range — wide electrified choice for the segment.

The volume 2024 XC90 B5 AWD (2.0T, 48V mild hybrid) is EPA-rated 24 MPG combined — middling for a three-row luxury SUV.

The mild-hybrid system adds stop/start and coasting but none of the city gains of a full hybrid, so 22 MPG city is ordinary for the class.

27 MPG highway is mid-pack against the Audi Q7 and Mercedes GLE.

The 18.8-gallon tank at 24 MPG combined gives an EPA total range of 451 miles, comfortably above the segment floor.

Premium fuel plus 24 MPG combined puts the B5 near the expensive end of the SUV band; only the T8 with home charging meaningfully lowers it.

EPA lists premium gasoline for every 2024 XC90 powertrain, a meaningful running-cost penalty; the T8 offsets some of it with ~32 miles of plug-in range, but there is no regular-fuel option.

NHTSA rated both gas-powered 2024 XC90 variants — the B5 and B6 mild hybrids — at the full 5-star overall, with 5 stars frontal and side and 4 stars for rollover.

Good in every crashworthiness test, including the tougher updated moderate overlap (rear-passenger) and updated side tests that most rivals failed in 2024, earning a 2024 Top Safety Pick+ under the strictest criteria IIHS had yet used.

Every 2024 XC90 from the Core trim up gets the full IntelliSafe suite as standard: City Safety AEB with pedestrian, cyclist and large-animal detection, Pilot Assist adaptive cruise with lane centering, BLIS with steer assist, cross traffic alert, and run-off-road and oncoming-lane mitigation. The 360-degree camera and Park Assist Pilot are reserved for Plus and Ultimate.

IIHS rated the standard system Acceptable, not Good, in both the updated vehicle-to-vehicle 2.0 evaluation and the pedestrian evaluation. It avoided a collision with the car target at 31 mph, but only cut impact speed in some of the pedestrian runs.

BLIS blind-spot monitoring with steer assist, which actively steers the car away from a lane change into an occupied lane, is standard on every trim. Cross traffic alert with autobrake when reversing is also standard.

Pilot Assist's lane centering is standard and reviewers find it smooth rather than ping-ponging. It is conservative, though: it needs clear lane markings, drops out on faded lines and asks for steering torque often.

Full-speed-range adaptive cruise with stop-and-go is standard and works together with Pilot Assist steering as one coherent highway assist. Braking is smooth, but the system leaves conservative gaps and is slow to resume in traffic.

No hands-free option is offered on any 2024 XC90. Pilot Assist is a hands-on Level 2 system, and Volvo never offered a BlueCruise- or Super Cruise-style system on the SPA-platform XC90.

The single headlight fitted to every pre-facelift XC90 is rated only Acceptable by IIHS, and that rating already includes credit for high-beam assist. Low-beam reach on the left side of a straight road is inadequate. The redesigned Good-rated lamps did not arrive until the 2025.5 facelift.

The upright glasshouse, low beltline, slim pillars and large mirrors give some of the best sightlines in the class. The surround-view camera is standard from Plus upward, but the base Core has only the reversing camera and sensors.

IIHS rates LATCH ease of use only Acceptable. Lower anchors are limited to the two outboard second-row seats, and the third row has no lower anchors and only one top tether. Wide rear doors and the optional integrated second-row booster seat partly make up for it.

Every 2024 US XC90 carries a standard third row in a 2+3+2 layout; optional second-row captain's chairs drop it to six.

2024 is the last pre-facelift year of the 2016-on second generation; interior dimensions are unchanged across the generation.

Modest for a three-row mid-size SUV; the seats sit relatively upright on a 117.5 in wheelbase.

Generous second-row headroom thanks to the tall, boxy roofline, even with the panoramic roof.

Mid-pack second-row legroom; the sliding second row trades space with the third row.

A real but small third row: 31.9 in legroom and 36.3 in headroom suit kids, with adults fine only on short trips. The sliding second row makes access easy enough.

Below average for a three-row SUV once the third row is folded, and the hold is small with all seven seats in use.

A competitive maximum with both rear rows folded flat.

Useful but not clever. The 40/20/40 sliding second row, the integrated second-row booster cushion (from Plus) and underfloor cargo storage help. Pre-facelift console and door storage is modest; Volvo enlarged interior storage only with the MY2025 refresh.

Volvo's supportive, long-haul-friendly front seats remain a class benchmark. Ultimate adds adjustable bolsters, extendable cushions and ventilation; massage is an extra-cost Lounge package.

Pleasant and calm on 19- and 20-inch wheels but jittery on 21s. Even with optional air suspension, reviewers note impact harshness the 2025 refresh's revised dampers set out to cure.

Wind and road noise are well contained for most reviewers, but the raspy four-cylinder intrudes under load and one test found it louder than expected at highway speed. Volvo added sound insulation only for MY2025.

Multi-zone automatic climate, heated front seats and the panoramic roof are standard, and Plus adds a heated wheel and heated rear seats. Ventilated fronts and rear sunshades are confined to Ultimate, and massage costs extra.

MY2024 is a carry-over year for the second-generation (SPA, 2016-on) XC90, the last before the September 2024 facelift that arrived for MY2025; the entry B5 AWD Core mild hybrid opens at $56,600 before the $1,195 destination charge.

The mid-grade B5 Plus is the XC90's volume configuration — Core is the thinly equipped entry, the B6 adds about $3,600 and Ultimate is B6-only — so the typical gas transaction sits near $61,700 before options.

CarEdge's projection is comparatively mild while Edmunds' True Cost to Own runs far harsher for this generation; the blended figure lands mid-band for a heavy three-row luxury SUV, slightly below the 2026 estimate because the first three years of scheduled service are factory-paid on a 2024.

The XC90 sheds roughly 55% of its value over five years — on the large-luxury-SUV average but poor in absolute terms, and a 2024 is the final pre-facelift year of a design dating to 2015, which gives its residual no support.

Volvo's New Vehicle Limited Warranty runs 4 years or 50,000 miles — a year longer than the mainstream norm and matched to the German luxury standard.

Volvo offers no standalone powertrain warranty in the US — engine and drivetrain are covered only for the concurrent 4 yr/50,000 mi basic term, the weakest structure in the segment.

A 2024 XC90 falls inside Volvo's full Complimentary Factory Scheduled Maintenance program — three scheduled services over 3 years/30,000 miles (the later MY2026 cut to 2 yr/20k does not apply) — plus 4 years of unlimited-mileage roadside assistance and a connected-services trial, matching BMW's three-year program.

$61,695 volume-trim price minus its estimated resale value after 5 years (45% retained, or about $27,763) leaves about $33,932 in depreciation. Add the projected $6,700 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $40,632 in total.

Consumer Reports rates the 2024 XC90 as less reliable than the average car of its model year, while aggregate indices put it near average; the mixed-to-below-average picture lands at the bottom of the 'average' band, below segment rivals like the Acura MDX and Lexus RX.

Volvo has sat below the industry average in J.D. Power dependability for consecutive studies and fell to second-to-last in the study covering 2023 model-year vehicles, the same generation and powertrain family as the 2024 XC90; Consumer Reports keeps the brand closer to mid-pack, which tempers but does not lift it out of the bottom third.

The 2024 XC90 is covered by three NHTSA campaigns — a rear-camera software defect (filed twice), a mis-torqued second-row seat-belt anchor, and a PHEV braking defect that does not touch the scored mild-hybrid — typical in count but with safety-relevant components and a recurring software theme on the Google-based infotainment.

The volume B5/B6 mild-hybrid pairs the long-running Drive-E 2.0L four with a 48V integrated starter-generator and the proven Aisin eight-speed — a mature family with no systemic high-mileage failure, though turbo (and on B6, supercharger) plus 48V hardware is mechanically busy for a 4,500+ lb three-row; older Drive-E engines carried oil-consumption complaints.

Even in its final pre-facelift year the XC90 cabin remains among the richest in the class — open-pore wood, metal speaker grilles, Orrefors crystal shifter on upper trims — though the 9-inch portrait screen and dated switchgear look older than the 2025 refresh that followed.

A mature platform in its ninth model year with reviewer-praised solid assembly, but objective quality data for Volvo is weak and one 2024 recall is an outright assembly-line torque defect on seat-belt hardware.

Volvo's US retailer network is adequate in metro areas but thinner than BMW, Mercedes-Benz or Lexus, leaving rural owners longer trips; the 2024 model year still came with the more generous 3-year/36,000-mile complimentary maintenance that later years cut back.

Repair spend runs above the segment norm with largely dealer-channel, European-sourced parts and a thin independent aftermarket compared with domestic or Japanese luxury rivals.

2024 is the last year of the 9-inch portrait center display. The 11.2-inch screen arrived only with the MY2025 facelift.

The Google built-in software is quick to respond, with crisp graphics. However, the small portrait screen holds climate and most settings, so reviewers complain about menu diving and distraction.

Phone projection is wired only on every trim, and wireless CarPlay is unavailable. Android phones gain little from Android Auto because Google services are built in.

Google Assistant and Google Maps are native, so voice recognition and navigation are among the best embedded systems available.

The optional Bowers & Wilkins system is one of the best in any SUV, and Ultimate includes a 14-speaker Harman Kardon setup. The base system on Core and Plus is merely competent.

A 12.3-inch fully digital driver display is standard across the 2024 range and can show Google Maps. It is less configurable than the Audi or BMW clusters.

Google built-in XC90s receive free over-the-air software updates covering infotainment and vehicle software, and Volvo has used them to add features fleet-wide.

The Volvo Cars app covers remote start and preconditioning, lock/unlock, locate and status, with connected services included for several years. There is no phone-as-key, and owners report connection hiccups.

USB-C ports in the front and second row plus wireless charging are adequate, but the third row gets no power and no household AC outlet is offered.

Keyless entry and start are standard, plus a power liftgate and app-based remote start. Hands-free foot-activated tailgate operation is not on every trim, and there is no phone-as-key.

A 360-degree surround-view camera is standard from Plus, the volume configuration. Front and rear park sensors and a rear camera are standard, and Park Assist Pilot is available.

A head-up display is standard only on the B6-only Ultimate trim, so most buyers go without.

Seven seats are standard. The sliding 40/20/40 second row eases third-row access, the door openings are tall and square, and the integrated second-row booster cushion comes from Plus. IIHS rates LATCH only Acceptable, and the hold behind row three is small.

A 2024 IIHS Top Safety Pick+ with Good ratings in every crash test, and NHTSA 5 stars overall. City Safety, BLIS, Cross Traffic Alert and Pilot Assist are standard on the base Core. The marks are short of the top only because front crash prevention and headlights rate Acceptable.

Supportive seats, multi-zone climate, a sliding second row and ~450 miles of range make it a good family tourer. The tight third row, small seven-up cargo bay, no rear entertainment and a pre-facelift cabin that is noisier than the 2025 car hold it back.

Smooth eight-speed, light steering and standard Pilot Assist make traffic easy. The small 9-inch screen buries functions in menus, the engine is raspy, and the large body asks more of the driver.

24 MPG combined on premium fuel, plus luxury-priced maintenance, makes the B5 expensive per mile. The 48V mild hybrid does no electric driving.

A big footprint (~195 in long) is offset by good visibility, a reasonable turning circle and a 360 camera from Plus.

Light-to-moderate duty only. Towing is up to 5,000 lbs when properly equipped (some sources list 4,000 lbs for the B5), well below the 7,000+ lb German rivals. It has no bed.

The mature SPA platform is well sorted, but the repair record is middling. A luxury cabin and large wheels make it a poor fit for hard work.

It covers only the basics: 12V sockets, roof rails, a power liftgate and an accessory tow bar. There is no AC power export, no work tie-down system and no upfit ecosystem.

Excellent seats, ~450 miles of range and standard Pilot Assist make it a capable mile-eater. Ride harshness on larger wheels, a raspy engine and less sound insulation than the 2025 refresh keep it below the top band.

Standard AWD and ~8.8 in clearance (more with optional air suspension) help, along with Off-Road mode with hill descent, roof rails and up to 5,000 lbs towing. It has no low range, skid plates or power export.

There is 85.7 cu ft max with a flat floor and 41.8 cu ft behind row two, plus split-folding rows, underfloor storage, roof rails and an available tow bar. The hold with seven seats in use is small.

Secure and nimble for its size but with noticeable body lean. Grip and body control trail the German mid-size benchmarks on the aging SPA chassis.

Quick and light, which makes parking easy, but numb. One tester found it imprecise on winding roads.

Pedal feel is predictable, but measured stops are long for the class, and a 2024 test noted fade on long descents.

The volume B5 mild hybrid (247 hp, 7.3 s to 60) is smooth enough, with little lag and a well-mannered Aisin eight-speed, but it is merely adequate for the weight. Stop/start restarts are noticeable.

Inoffensive at a cruise, but the 2.0-liter four sounds raspy and strained under load. That suits a luxury SUV poorly, and the 2024 car lacks the extra insulation added for MY2025.

Somewhat wide for the segment, a result of the 117.5-inch wheelbase and large wheels.

A commanding, highly adjustable driving position with good outward visibility. Climate and most settings live in the small 9-inch touchscreen, which hurts.

Pleasant but forgettable: comfort-tuned, with an anonymous four-cylinder soundtrack and no sporting variant on the volume B5.

Even the 2024 B5 Core comes with AWD, seven seats, a panoramic roof, four-zone climate, a 12.3-inch digital cluster, the 9-inch portrait Google built-in touchscreen and Pilot Assist plus the full IntelliSafe suite — content a base Q7, X5 or GLE charges extra to match. Ventilated Nappa seats, air suspension, head-up display and Bowers & Wilkins audio stay behind Plus/Ultimate, and the pre-facelift 9-inch screen is smaller than the 2025's 11.2-inch unit.

At $57,795 to start the XC90 undercuts comparably equipped German three-rows by several thousand dollars and adds three years of factory-paid maintenance, but the B5 is only 247 hp and among the slower cars in the class, and real performance means the B6 or a T8 that climbs well past $70,000 — fair value rather than a bargain.

Core, Plus and Ultimate grades in Bright and Dark themes, three powertrains (247-hp B5, 295-hp B6, 455-hp T8 plug-in) and 6- or 7-seat layouts span roughly $58,000 to the high $70,000s — wide budget-to-loaded coverage, held back by AWD-only, one body style and the B6-only Ultimate.

The XC90 moved roughly 40,000 US units in calendar 2024, matching its strongest years on record in the generation's ninth year, with December 2024 the best month of the year — a strong, steady seller that still trails the BMW X5 for volume.

Volvo's safety halo and admired Scandinavian design are anchored by the XC90 as the brand's US flagship, but the badge reads sensible rather than aspirational against the German three, and resale is only class-average.

Volvo backed the 2024 XC90 with sizable lease cash and subvented financing, and buyers commonly reported multi-thousand-dollar discounts stacked on top — meaningful buyer benefit without fire-sale pricing on a car selling at record levels.

The 2024 is the last pre-facelift year of a generation launched for 2016 on SPA, last refreshed for 2020, with the EX90 successor already revealed — a buyer got a very mature design weeks before Volvo's September 2024 facelift brought a new fascia and 11.2-inch screen.

Car and Driver named the 2024 XC90 an Editors' Choice for the tenth straight year, IIHS awarded both the mild-hybrid and T8 versions a 2024 Top Safety Pick+, and U.S. News rates it 8.8/10 — consistently well reviewed and often the pick, though not a unanimous class winner.