2025 Volvo XC90

MY2025 is the facelift year of the SPA-based second generation (Wikipedia: September 2024 refresh), but the changes were styling, interior and infotainment; the volume B5 AWD carries over its 2.0L turbo four with 48-volt mild-hybrid assist at 247 hp.

The B5 makes 266 lb-ft from 1,800 rpm in US trim — adequate low-end pull for a three-row SUV, but below the six-cylinder German rivals.

Manufacturer-quoted 7.3 seconds for the B5 AWD is mid-pack for a roughly 4,700 lb three-row luxury SUV; the B6 and especially the T8 are considerably quicker.

Reviewers describe the B5's delivery as smooth with little turbo lag and unobtrusive mild-hybrid restarts, but the 2.0-liter four sounds strained under hard load in a vehicle this size; the 2025 refresh added sound insulation, which helps cabin isolation more than engine character.

The Aisin eight-speed automatic shifts smoothly and selects gears sensibly; it is tuned for comfort, so kickdown can be slightly slow and manual mode adds little.

Volvo lists 5,000 lbs maximum towing for the 2025 XC90 when equipped with the tow bar — competitive for a unibody luxury three-row, short of the 7,000+ lb class leaders.

All-wheel drive is standard on every 2025 XC90 (B5, B6 and T8 are all AWD), with Off-Road and Constant AWD drive modes and hill descent control, but there is no low range, locking differential or true torque-vectoring rear drive unit.

A pavement-oriented luxury crossover with about 8.8 inches of ground clearance, an Off-Road mode and hill descent control, plus optional air suspension, but no skid plates, low range, lockers or off-road trim.

Three distinct powertrains for 2025 — B5 and B6 48-volt mild hybrids and the 455 hp T8 plug-in hybrid with 33 miles of EPA electric range — offered across the Core, Plus and Ultra trims (Ultimate renamed Ultra for 2025).

The volume 2025 B5 AWD 2.0T mild hybrid is EPA-rated 26 MPG combined — respectable for a three-row luxury SUV, though well short of full-hybrid rivals.

23 MPG city: the 48-volt starter-generator smooths stop/start but cannot drive the car, so it gives up the urban gains of a full hybrid.

30 MPG highway is the B5's strongest figure and competitive with mid-size luxury rivals on a road trip.

An 18.8-gallon tank at the EPA's 26 MPG combined gives about 489 miles — comfortably above the segment floor.

$3,150 a year puts the B5 near the expensive end of the SUV band, driven mostly by its premium-fuel requirement.

The EPA lists premium gasoline for every 2025 XC90 powertrain; there is no regular-fuel, E85 or diesel option in the US, and only the T8 offsets some cost through home charging.

NHTSA rated every 2025 XC90 variant — the volume B5 AWD, the B6 and the T8 plug-in hybrid — at the full 5-star overall, with 5 stars frontal and side and 4 stars rollover.

Good in every crashworthiness test — small overlap driver and passenger, the updated moderate overlap front (both the pre-January-2025 build and the later build with revised rear belt load limiters) and the updated side test — earning a 2025 Top Safety Pick+.

The base Core carries the full IntelliSafe/City Safety suite standard — AEB with pedestrian, cyclist and large-animal detection, Pilot Assist lane centering with full-range adaptive cruise, BLIS with steer assist, cross-traffic alert with autobrake, run-off-road and oncoming-lane mitigation. Only the 360-degree camera and parking assistance are held back to Plus and up.

IIHS rates the 2025 XC90 Acceptable — not Good — in both the tougher vehicle-to-vehicle front crash prevention 2.0 test and the pedestrian test (day and night), for both pre- and post-December-2024 builds: solid, but a step behind the segment's best.

BLIS blind-spot monitoring with steer assist — active steering intervention, not alert-only — is standard on every trim, along with cross traffic alert with autobrake when reversing.

Pilot Assist lane centering is standard on every 2025 XC90 and reviewers find it smooth rather than ping-ponging, but it is conservative — it relies on clear lane markings and demands steering torque frequently.

Full-speed-range adaptive cruise with stop-and-go is standard and integrates with Pilot Assist steering into a well-behaved single-button highway assist; refined braking and resume, though tuned for generous gaps.

No hands-free option on any 2025 XC90 trim; Pilot Assist is explicitly a hands-on Level 2 system.

The facelifted XC90 (2025 models built after December 2024) gets Good-rated headlights, but early-build 2025 units carry the pre-facelift lamps rated Acceptable; adaptive high beam assist is standard either way.

Upright glasshouse, low beltline and hood, and usable rear quarter windows give among the best sightlines in the class, with a 360-degree camera filling in from Plus up; base Core relies on the reversing camera and sensors.

IIHS rates LATCH ease of use only Acceptable: full LATCH at just two second-row outboard positions plus one tether-only seat, and no third-row lower anchors. Wide rear doors and an available integrated second-row booster partly offset it.

Third-row seating has been standard on every US XC90 since 2018, giving a 2+3+2 seven-seat layout on the 2025 Core, Plus and Ultra; second-row captain's chairs (+$500) drop it to six.

The MY2025 facelift (Wikipedia, September 2024) changed fascias, screen and insulation but not the SPA body, so cabin dimensions carry over.

40.9 in is modest for a mid-size three-row SUV; the XC90's front seats sit relatively upright on a 117.5 in wheelbase.

38.5 in of second-row headroom is generous for the class thanks to the tall, boxy roofline, even with the standard panoramic roof.

The second row slides fore/aft to share space with row three; 37.0 in is mid-pack, short of the Aviator or QX60 but fine for adults.

A real but small third row: 31.9 in legroom and 36.3 in headroom suit children and short adult trips only. Easy access via the sliding second row keeps it above token seating.

Small for a three-row SUV with the third row down, and very little room left with all seven seats up. Published figures vary by measuring standard, so confidence is MEDIUM.

With both rear rows folded the XC90 offers a competitive 85.7 cu ft. The second row folds flat in three separate sections, which helps with partial loads. Other measuring standards give lower figures (65.5–70.8 cu ft).

Competent rather than clever. The 2025 facelift added interior storage and moved the wireless charging pad, and the three-section fold-flat second row and integrated booster cushion are useful. There is no standout feature such as a giga-console or onboard power export.

Volvo's orthopedic-style seats remain a segment benchmark: firm but fatigue-resistant, with lumbar and thigh adjustment and, on Ultra, ventilation and power bolsters. Massage is a package extra.

The 2025 facelift brought revised suspension tuning. Optional air suspension produces a serene ride, but the standard steel springs on big wheels get unsettled on bad pavement.

The 2025 facelift added sound insulation and acoustic glass, giving a notably quiet cabin. The coarse four-cylinder under load keeps it below the V6 and electric benchmarks.

Strong standard content from the $59,745 Core: quad-zone climate, heated front seats and steering wheel, panoramic roof and air purifier. Ventilated fronts only on Ultra and massage as an option keep it out of the top band.

MY2025 is a change year: the September 2024 facelift (new fascia, 11.2-inch touchscreen, added sound insulation, Ultimate renamed Ultra) arrived as the 2025.5 XC90, priced $1,050 above the pre-facelift 2025 cars that stayed on sale alongside it. The facelifted B5 Core is scored as the representative 2025 entry price.

The mid-grade B5 Plus is the XC90's volume configuration — Core is the thinly equipped entry point, the B6 adds about $4,900 at Core level and the T8 plug-in well over $10,000 — so a typical 2025 transaction starts near $63,800 before options.

CarEdge's projection for the XC90 is comparatively mild while Edmunds' True Cost to Own for the same generation runs more than twice as high; the blended figure lands mid-band for a three-row luxury SUV, with brake wear and optional air suspension on a heavy Volvo arguing against the low end. Three years of included scheduled maintenance on MY2025 trims the early bills.

The XC90 sheds over half its value in five years — on the large-luxury-SUV average but poor in absolute terms; the facelift freshens the 2025 car without changing the second generation's residual history.

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.

MY2025 (including 2025.5) XC90s carry Volvo's complimentary factory scheduled maintenance for 3 years / 36,000 miles — the 10k, 20k and 30k services — before Volvo cut it to 2 years / 20,000 miles for MY2026. Add 4 years of unlimited-mileage roadside assistance and a Google built-in connected-services trial for a package on par with BMW's three-year program.

$63,845 volume-trim price minus its estimated resale value after 5 years (45% retained, or about $28,730) leaves about $35,115 in depreciation. Add the projected $6,900 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $42,015 in total.

Consumer Reports' predicted-reliability score for the 2025 XC90 is below average and well behind the strongest luxury three-row rivals, and J.D. Power's quality & reliability rating for the facelifted car sits in the below-average 'Fair' band; RepairPal puts the nameplate mid-to-lower in its class.

Volvo was already bottom-third in J.D. Power dependability during the 2025 model year's sales window and fell to second-to-last in the following study; it is also near the bottom in initial quality, with only Consumer Reports keeping the brand mid-pack.

The 2025 gas XC90 carries two NHTSA campaigns, both for the same rearview-camera software fault (the first remedy failed and was superseded); the generation's PHEV variant adds a loss-of-braking recall, but the scored mild-hybrid powertrain is not affected. Typical activity with one repeated fix, no powertrain campaign.

The volume B5/B6 mild-hybrid pairs Volvo's long-running 2.0L Drive-E/VEA four (turbocharged, plus supercharged on B6) with a 48V integrated starter-generator and the Aisin eight-speed — a mature, widely deployed family with no systemic high-mileage failure pattern, though mechanically busy for a 4,600+ lb three-row SUV.

The cabin remains the XC90's strongest suit and class-leading against the GLE, X5 and Q7; the 2025 facelift added redesigned vents, recycled-content decorative materials and more sound insulation around signature details like the Orrefors crystal shifter and wood/metal inlays.

Reviews and owner feedback describe a solidly assembled, quiet cabin on a mature platform, but the objective initial-quality evidence for the brand is poor.

Volvo's US retailer footprint is adequate in metro areas but thinner than the German luxury brands' and far sparser than mass-market networks; the 2025 model year still came with the longer 3-year complimentary maintenance package, which supports ownership.

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

The 2025 facelift replaced the 9-inch portrait Sensus screen with an 11.2-inch higher-resolution display with Google built-in, standard on every trim.

Google built-in with the EX90-derived interface is quick and logical, but climate and most functions live in the touchscreen, and reviewers flag distraction and software bugs.

Apple CarPlay and Android Auto are standard but wired only. No 2025 XC90 trim offers wireless projection, a real gap against BMW, Genesis and Lincoln.

Google Assistant handles natural-language commands for navigation, climate and media, and embedded Google Maps with live traffic is the benchmark for native navigation.

The optional 1,400 W, 15-speaker Bowers & Wilkins system is among the best audio systems in any SUV; Harman Kardon is standard on Ultra.

A crisp 12.3-inch digital driver display is standard on every trim and can show Google Maps in the cluster; it is less configurable than Audi's or BMW's.

Volvo delivers free whole-vehicle over-the-air updates to Google built-in XC90s, not just maps, and has pushed feature-adding campaigns to the fleet.

The Volvo Cars app covers remote start, preconditioning, lock/unlock and locate, but phone-as-key is limited to EX-series models and owners complain that the app's connection to the car is unreliable.

USB-C ports front and second row plus a wireless pad (repositioned by the 2025 facelift) are adequate but not generous for a seven-seater; no third-row power and no AC outlet.

Proximity keyless entry, push-button start, a hands-free kick-to-open tailgate and app remote start are all standard. The XC90 has no phone-as-key.

A 360-degree surround-view camera is standard from Plus up along with front, rear and side park assist, covering the volume trims; Core gets a rear camera.

The head-up display is standard only on the top Ultra trim and is not offered on Core or Plus.

Built for family logistics: seven seats standard, a second row that slides for easy third-row access, tall door openings, and Volvo's integrated booster cushion in the centre second-row seat (from Plus). Held back by Acceptable IIHS LATCH ease of use and a small hold behind row three.

Volvo's safety halo is earned: strong IIHS crashworthiness results and standard City Safety, adaptive cruise, blind-spot and steer assist on every trim. Surround view waits for Plus, and front crash prevention ratings trail the best.

A well-equipped long-haul family vehicle: standard four-zone climate, a sliding second row, a hushed post-facelift cabin and about 450 miles of B5 range. The tight third row, small seats-up cargo hold and lack of rear entertainment keep it out of the 90s.

Calm and low-effort in traffic: light steering, a smooth 8-speed, excellent seats and standard adaptive cruise. The faster 11.2-in screen helps, but touchscreen-buried controls, wired-only phone projection, an unhurried B5 and a 195-in body count against it.

Expensive per mile: the volume B5 mild hybrid returns about 24 MPG combined on premium fuel, and repair costs are luxury-level. The T8's electric range covers a commute, but that is not the volume powertrain.

Manageable rather than easy: a 195-in, 79-in-wide footprint and 21-in wheels on Plus and up. Good glass area and standard sensors help, the ~39.7 ft turning circle is reasonable, and the 360 camera needs Plus.

Light-to-moderate duty only: 5,000 lbs towing with the factory tow bar, well short of the X5, Q7 and GLE at 7,200–7,700 lbs. No bed and no work configuration.

The SPA platform and 2.0L four are mature, but RepairPal rates the XC90 3.5/5 with above-average repair frequency. The luxury cabin, big wheels and screen-dependent controls are the opposite of work-ready.

Only the basics: 12V sockets, roof rails rated 220 lbs, a hands-free tailgate, a cargo divider and an accessory tow bar. No AC inverter, tie-down system or upfit ecosystem.

The XC90's best mission: added sound insulation and optional air suspension make a quiet, gliding cruiser, with roughly 450 miles of B5 range and standard adaptive cruise and Pilot Assist. There is no hands-free mode, and air suspension is an extra.

Strong for gravel, ski trips and trailheads: AWD standard on every trim, optional air suspension raising clearance to 9.9 in, an Off Road mode with hill descent, 5,000 lbs towing and a roof-rack ecosystem. No low range, lockers or skid plates.

With both rear rows down there is up to 85.7 cu ft on a flat floor, plus a 40/20/40 second row, a split third row, a hands-free tailgate and roof rails. The weak point is the small hold when all seven seats are in use.

Secure and composed but comfort-biased: the 2025 facelift retuned the suspension yet kept the decade-old SPA chassis, and grip and body control trail the German benchmarks.

Accurate and naturally weighted, but light and filtered — precise without being communicative.

Pedal feel is predictable, but measured stops are long for a luxury mid-size SUV, and the T8's B-mode regen is mild.

The volume B5 mild hybrid (247 hp, ~7.3 s to 60) is adequate and smooth through the Aisin 8-speed, with occasional slow kickdown. The T8's 455 hp delivers strong, predictable thrust with battery torque filling turbo lag.

The 2025 facelift's added insulation and acoustic glass make the cabin hushed at a cruise, but every XC90 is a 2.0L four that sounds strained and buzzy when worked hard.

On the wide side for the segment, a product of the 117.5-in wheelbase and big wheels.

A commanding, widely adjustable seating position with thin pillars and good visibility. Points come off because climate and most settings sit in the 11.2-in touchscreen with few physical shortcuts.

Pleasant and effortless but not engaging: no performance trim, an anonymous four-cylinder soundtrack, and tuning that isolates the driver rather than involving them. The T8's straight-line shove is the only thrill.

The facelifted 2025.5 B5 Core comes with AWD, three rows, a panoramic roof, quad-zone climate, heated front seats and steering wheel, the new 11.2-inch Google built-in touchscreen with navigation, a 12.3-inch cluster, wireless charging and the full IntelliSafe driver-assist suite — content a base Q7, X5 or GLE charges thousands more to match. Ventilated seats, Nappa leather, air suspension, head-up display and premium audio still sit behind Plus/Ultra.

At $59,745 the 2025.5 B5 Core undercuts a comparably equipped X5, GLE or Q7 and still carries three years of complimentary maintenance, and the facelift added a larger screen and quieter cabin for $1,050. Against that, the B5 is slow for the class at 247 hp, the quick T8 starts above $74,000, and Edmunds' 6.4/10 reflects content-for-price that is fair rather than a bargain.

Three trims (Core/Plus/Ultra) each offered with three powertrains — 247-hp B5 and 295-hp B6 mild hybrids and the 455-hp T8 plug-in — plus 6- or 7-seat layouts and optional air suspension, spanning roughly $59,700 to $81,500, with pre-facelift 2025 cars also still on sale at a discount. Limits are Volvo's packaged-option approach and AWD-only, single-body simplicity.

The XC90 sold 40,028 units in the US in 2024 — essentially flat (+0.3%) at a near-record level for a design entering its second decade — and went on to a record 40,217 in 2025 as the facelifted model rolled out. It trails volume leaders like the BMW X5 but is a strong, steady seller.

Volvo carries a genuine safety halo and admired Scandinavian design, and the XC90 is the flagship that anchors it. The badge reads sensible rather than aspirational next to the German three, resale is only class-average and Volvo's dependability rankings are weak.

Discounting on the 2025 XC90 has been heavy and public: CarsDirect reported a $9,000 discount on the 2025.5 soon after launch, pre-facelift 2025 stock was sold alongside it, and run-out 2025s carry subvented APR offers. Buyers routinely land well below sticker without it reading as distress pricing on a record-selling model.

2025 is the year of the XC90's second major facelift — new front end, tinted LED taillights, 11.2-inch touchscreen, redesigned dashboard and more insulation — which keeps it current-looking, but the SPA platform underneath dates from 2015 and the EX90 is already on sale as its nominal successor.

Car and Driver named both the 2025 XC90 and XC90 plug-in hybrid Editors' Choice — the tenth consecutive year it has highlighted the model — and Volvo reports IIHS Top Safety Pick+ and a five-star NHTSA overall rating. U.S. News is warm at 8.7/10 and Edmunds' 6.4/10 is a genuine dissent, so it is well-regarded and often the pick, not a unanimous winner.