I
imported_aralmeida
Guest
Post 1000 Parabens Levi, ja fizeste com que 1000 Pessoas escrevessem algo (Bom e Mau) sobre esta marca que veneramos.
Volvo For Life
Volvo For Life
O tópico Volvo (agora todos com vel. máx. limitada)
- Iniciador de tópicos Levi
- Data de início
ppedras
New member
Bem esta semana comprei duas revistas, a Car&Driver e a Car. Na primeira vinha um teste a algumas berlinas à venda nos estates por mais ou menos $30000. Na segunda vinha um comparativo entre alguns Suv's e o novo Discovery em Inglaterra.
CAR and DRIVER
Os concorrentes são Audi A4 1.8T, Subaru Legacy GT, Volvo S40 T5 e Acura TSX.
Caracteristicas: O que mais me impressionou é que segundo as medições deles é o Volvo que tem o maior espaço interior atrás e o que tem a maior mala!! [^]
Condução: Em termos de prestação era natural que o S40 T5 se superiorizasse ao Audi pois este tem menos 48cv, mas conseguiu bem excelentes resultados qdo comparando com o Acura (200cv) e principalmente com o Legacy (250cv), tendo feito melhores tempos que este ultimo em alguns testes, e o Subaru tinha AWD.
Chassis: Neste teste o Volvo e o Audi portaram-se melhor em muito devido aos pneus de verão, pois o Acura e o Subaru tinham pneus menos "desportivos".
Resultado: Excelente resultado para o S40 T5 que tem bons argumentos.
CAR
Neste comparativo entraram:
Discovery III V6 2.7d HSE (187cv)
BMW X5 3.0d (218cv)
Volvo XC90 D5 (163cv)
VW Touareg R5 (172cv)
O X5 como é obvio com aquele excelente motor, foi o unico mesmo a conseguir fazer menos de 12s nos 0-60mph, fê-lo mesmo em 8,3s!!!
Pontos Positivos:
Pontos Negativos:
Especificações:
Resultado:
É claro que este resultado não teria sido possivel em Portugal, aqui o BMW tinha ganho.
CAR and DRIVER
Os concorrentes são Audi A4 1.8T, Subaru Legacy GT, Volvo S40 T5 e Acura TSX.
Caracteristicas: O que mais me impressionou é que segundo as medições deles é o Volvo que tem o maior espaço interior atrás e o que tem a maior mala!! [^]
Condução: Em termos de prestação era natural que o S40 T5 se superiorizasse ao Audi pois este tem menos 48cv, mas conseguiu bem excelentes resultados qdo comparando com o Acura (200cv) e principalmente com o Legacy (250cv), tendo feito melhores tempos que este ultimo em alguns testes, e o Subaru tinha AWD.
Chassis: Neste teste o Volvo e o Audi portaram-se melhor em muito devido aos pneus de verão, pois o Acura e o Subaru tinham pneus menos "desportivos".
Resultado: Excelente resultado para o S40 T5 que tem bons argumentos.
CAR
Neste comparativo entraram:
Discovery III V6 2.7d HSE (187cv)
BMW X5 3.0d (218cv)
Volvo XC90 D5 (163cv)
VW Touareg R5 (172cv)
O X5 como é obvio com aquele excelente motor, foi o unico mesmo a conseguir fazer menos de 12s nos 0-60mph, fê-lo mesmo em 8,3s!!!
Pontos Positivos:
Pontos Negativos:
Especificações:
Resultado:
É claro que este resultado não teria sido possivel em Portugal, aqui o BMW tinha ganho.
I
imported_aralmeida
Guest
As novas gamas 40/50 da volvo foram um aagradavel surpresa para mim.
Passei um fim de semana com uma V50 2.0d Nivel 3 e a agradabilidade da carrinha é fantastica.
Quanto ao S40............... Maior espaço interior e maior mala....... bem, em Portugal é rotulado de "acanhado", entende-se pois os Portugueses são por norma muito maiores que os Americanos
Passei um fim de semana com uma V50 2.0d Nivel 3 e a agradabilidade da carrinha é fantastica.
Quanto ao S40............... Maior espaço interior e maior mala....... bem, em Portugal é rotulado de "acanhado", entende-se pois os Portugueses são por norma muito maiores que os Americanos
in http://www.newcarnet.co.uk/newsarchiveitem.html?id=4145
Será que a Volvo é ,de facto, a marca que mais se preocupa com a segurança e não apenas com o EuroNcap
I
imported_aralmeida
Guest
A Volvo para além do EuroNcap tem os testes nos EUA.
A Volvo (assim como a Saab) tinham uma equipa de especialistas que andavam atrás dos acidentes que envolviam carros das suas marcas para verificar em casos reais onde e se alguma coisa tinha falhado
A Volvo (assim como a Saab) tinham uma equipa de especialistas que andavam atrás dos acidentes que envolviam carros das suas marcas para verificar em casos reais onde e se alguma coisa tinha falhado
Levi
Banido
O Volvo S40 1.6 Turbodiesel (110 cv) custará em Portugal 29.900€, enquanto a versão a gasolina (100 cv) custará 29.520 €.
A carrinha Volvo V50 1.6D custará 31.400€ e a versão 1.6 a gasolina custará 31.020€.
Com estas novas versões 1.6, as gamas Volvo S40 e Volvo V50 passam a oferecer um leque muito completo de opções, que incluem versões 1.8 a gasolina com 125 cv, versões T5 com 220 cv e as mais populares versões 2.0D com 136 cv.
O Volvo S40 1.6 D, com um consumo anunciado de 4,9 litros aos 100 Kms é o mais económico Volvo de sempre. A sua potência máxima é de 110 cv e o binário máximo é de 240 Nm, permitindo uma aceleração de 0 a 100 Km/h em apenas 12 segundos.
A carrinha Volvo V50 1.6 D passa a ser uma das mais interessantes e apaixonantes propostas deste segmento. Para além do inegável poder de atracção do seu design moderno e das características de segurança que tornam famosa a marca Volvo, a carrinha V50 oferece espaço, conforto e prestígio a um grupo cada vez mais alargado de potenciais interessados.
Todas as versões equipadas com os novos motores 1.6 estarão disponíveis no nosso mercado em três níveis de equipamento, permitindo adequar a oferta àquelas que são as necessidades e preferências de clientes potenciais.
Mesmo a versão de entrada na gama, a que correspondem os preços indicados, inclui já um vasto conjunto de equipamentos de série, entre os quais se destacam todos os sistemas de segurança Volvo – airbag do condutor e airbags laterais, cortina lateral insuflável (CI), sistema de protecção contra impactos laterais (SIPS), Sistema de gestão da informação que chega ao condutor (IDIS) e o sistema de controlo de tracção e estabilidade (DSTC) – rádio com leitor de CD, jantes de liga leve, vidros e espelhos laterais de comando eléctrico e ar condicionado controlado electronicamente.
A carrinha Volvo V50 1.6D custará 31.400€ e a versão 1.6 a gasolina custará 31.020€.
Com estas novas versões 1.6, as gamas Volvo S40 e Volvo V50 passam a oferecer um leque muito completo de opções, que incluem versões 1.8 a gasolina com 125 cv, versões T5 com 220 cv e as mais populares versões 2.0D com 136 cv.
O Volvo S40 1.6 D, com um consumo anunciado de 4,9 litros aos 100 Kms é o mais económico Volvo de sempre. A sua potência máxima é de 110 cv e o binário máximo é de 240 Nm, permitindo uma aceleração de 0 a 100 Km/h em apenas 12 segundos.
A carrinha Volvo V50 1.6 D passa a ser uma das mais interessantes e apaixonantes propostas deste segmento. Para além do inegável poder de atracção do seu design moderno e das características de segurança que tornam famosa a marca Volvo, a carrinha V50 oferece espaço, conforto e prestígio a um grupo cada vez mais alargado de potenciais interessados.
Todas as versões equipadas com os novos motores 1.6 estarão disponíveis no nosso mercado em três níveis de equipamento, permitindo adequar a oferta àquelas que são as necessidades e preferências de clientes potenciais.
Mesmo a versão de entrada na gama, a que correspondem os preços indicados, inclui já um vasto conjunto de equipamentos de série, entre os quais se destacam todos os sistemas de segurança Volvo – airbag do condutor e airbags laterais, cortina lateral insuflável (CI), sistema de protecção contra impactos laterais (SIPS), Sistema de gestão da informação que chega ao condutor (IDIS) e o sistema de controlo de tracção e estabilidade (DSTC) – rádio com leitor de CD, jantes de liga leve, vidros e espelhos laterais de comando eléctrico e ar condicionado controlado electronicamente.
[8)]
ppedras
New member
citação:Originalmente colocada por GV-DCI
Photoshop XC50:
Cumps
Olha que não creio que esse seja photoshop, acho mais que se trata daqueles desenhos pré-projecto que se fazem. Mas está muito linda!! Se estivesse rebaixada não se tratava de um SUV, este vai mesmo ser um SUV e não uma XC70 em ponto pequeno. Apesar da altura do solo da XC70 ser só 1 cm mais baixa que o XC90!! hehehe
ppedras
New member
In Swedespeed.com
Driven: 2005 XC90 V8
In the few short years since it launched in 2002, the Volvo XC90 has grabbed the title of best-selling European SUV in North America – outpacing the likes of the BMW X5, Mercedes-Benz M-Class, Land Rover Discovery and the Volkswagen Touareg. Due to demand outpacing initial projected build quantites, Volvo was forced to increase production, going from 50,000 to 90,000 units. Starting strong and taking the lead over European competitors is one thing, but maintaining it and selling even more requires something else. Enter Volvo’s new XC90 V8.
Replacing the current premium-position XC90 T6, the XC90 V8 is the first production Volvo automobile to make use of a V8 – and what an interesting V8 it is. With 311-bhp @ 5850 rpm and 325 lb-ft of torque @ 2000 rpm, this V8 brings more power for the SUV. More power is one thing, but the new V8 is still very much in keeping with Volvo’s environmentally aware attitude, matching the T6’s average 18 mpg in fuel economy and marking the first ever production V8 to meet ULEV2 emissions standards.
One would think that Volvo’s purchase by the Ford Motor Company would have left a wide range of V8 engines available to the Swedes when it was decided to move up in cylinder count for the top-of-the-line XC90. The one problem with that theory is Volvo’s transversely mounted engine placement. With a minimal amount of front-to-rear space in the bay, a narrow engine was needed. None of the existing 90-degree Ford or Jaguar V-engines fits, though designs such as the narrow-angle 60-degree V8 created for the last generation Ford Taurus SHO by Yamaha fit the bill to a tee.
A 60-degree angle for the V8’s block makes the new engine compact enough to fit the P2 architecture of the XC90 and still maintain the XC90’s crumple zones. Space is further saved through the use of a 2-stage timing chain and direct mounted components.
The angle of cylinder banks may be the same, but similarities to the extinct SHO engine end there. The compact eight in the XC90 is a whole new engine, developed by Volvo and built by Yamaha in Japan.</u> From there it is shipped to Gothenburg for final installation in the XC90.
Hit the starter of the new V8 and it comes to life with a note that is much more audibly appealing than the quirky tone of the 2.5T or even the T6. When it comes to sexiness of engine note, there’s no replacement for displacement, though the quietness of the XC90’s cabin does keep the volume to a satisfying minimum.
Slide the gear selector to D, move the XC90 out onto the road and the new V8 continues to impress. Acceleration is strong and more of a natural torque progression is no surprise given this is a large displacement normally aspirated engine.
Gear changes are quick and concise thanks to Volvo’s new AW F21 6-speed transmission with Geartronic function. With improved packaging over the T6, the older GM-sourced 4-speed gives way to a transmission with two more gears and much more flexibility for keeping revs low at cruising speeds – no doubt a factor in the V8’s impressive matching fuel consumption figures with the outgoing T-6. Volvo expects this transmission to work its way into the rest of the line.
Shift quality also seems improved. While we didn’t drive the new 6-speed back-to-back with either the former 5-speed Geartronic or the GM-sourced 4-speed, Volvo reports improved shift functions and decreased shift time in manual mode. It certainly felt the case. The new transmission is a welcome addition to the Volvo hardware partsbin, though it would be that much more satisfying with some sort of steering wheel mounted shift control buttons – maybe like the creative application seen in the YCC at Geneva this past year.
Another hardware upgrade that debuts in the XC90 V8 (and will eventually make its way to the rest of the Volvo line) is a new evolution of the Haldex all-wheel drive system. This latest version includes a non-return valve for the system’s hydraulic clutch, allowing the system to keep the clutch engaged for launch. Even with the system’s already impressive reaction time, launching with power at four wheels should offer a noticeable improvement in cold weather conditions. We tried several “stomp it” launches at intersections where a 90-degree turn was called for - a great way to call up a tire chirp in dry weather. The XC90 launched with barely a chirp, and pulled hard – more similar to a full-time all-wheel drive system like Audi’s Torsen-based versions of quattro.
On the curving roads of the countryside near Gothenburg is where the XC90 V8 clearly shows its superiority. With better gearing and more muscular V8, this new XC90 is much more likely to be well-within its prodigious power band when power is needed. Fortunately for us, we had a former racecar driver piloting the XC90 in front of us – entering blind curves without braking, likely to scare oncoming Swedes into the well-manicured bushes or act as a decoy for any Swedish speed enforcement.
With less concern for dangers ahead thanks to our decoy and the self-proclaimed iron stomach of my copilot, the XC90 was flogged through some hard cornering, late braking or not braking at all. Torque is constantly at your fingertips, the willing engine ready to toss the large XC90 around more aggressively than its predecessors. We hear suspension wasn’t changed much, though we do suspect Volvo is running larger swaybars on the V8 at the very least. While previous 2.5T and T-6 versions leaned heavily in turns, our pre-production V8 hunkered down with little lean and even sliding around some corners rather controllably.
While we presume most XC90 owners will not drive their cars this hard, it’s nice to know that it can be done. Further, for those looking to move on up to something larger from their R or other driver-oriented automobile, they can do so with considerable satisfaction. The XC90 V8 is no Cayenne replacement, though it is a worthy alternative to the X5 4.4i, which it bests in power and undercuts in price by a considerable $8,100.
When the XC90 V8 reaches our shores in early 2005, the rather conservative wheels with stamped “XC” logo you see pictured will not make the cut and will give way to two other designs – one not so new to Volvo’s North American clientele. Styling cues that will remain include the chrome lower grille surround, color-matched side mouldings and door handles and a unique exhaust tip. The look is more handsome, though honestly hardly noticeable to all but the more eagle-eyed XC-phile.
Volvo Cars North America has announced a base price of $45,395. Compare what the XC90 V8 offers for the price and Volvo executives are understandably confident about reaching target sales numbers. While the XC90 V8 bests competitors such as the X5 4.4i and M-Class ML500, it also beats them in price by $8,100 and $1,725 respectively.
Pricing makes the XC90 more than likely to steal sales from these strong European competitors – especially the X5, which Volvo reports 11% of the BMW’s buyers already considered the XC90. Though Volvo sees the V8 competing most with the BMW and the other European offerings from Mercedes and Volkswagen, it also is targeting other players from Japan and America including the Infiniti FX45, Lexus GX 470 and Cadillac SRX.
With pricing set so competitively, Volvo plans to sell 15,000 XC90 V8s a year, with 75% of that production destined for U.S. shores.
Standard equipment on all V8 models includes a power glass moonroof, leather seats, power front seats, 6-disc in-dash CD changer, third row seating with leather, air conditioning and controls for third row seats, rear headphone outlets with controls and integrated booster cushions for the second row of seating.
Even better, Volvo is readying a host of in car entertainment upgrades for all XC90s, including the addition of Sirius Satellite Radio and the rear-seat entertainment system similar to the one available in European XC90 Premier models – a first of its kind factory offering for an SUV in the US. Each of these options will be available on all XC90 models in the first half of next year, as will the recently announced Ocean Race Edition package.
If we sound like we're glowing about the XC90 V8, well, we are. This new version of the XC90 is certainly the best one yet. It will likely continue the XC90’s strong sales trend. Perhaps the only downside is that very same increased demand. Already rated as one of the least depreciating vehicles in the US market (tied with the MINI Cooper), the Gothenburg factory that produces the XC90 on the same line as the S80, V70 and XC70 is running at full capacity. Volvo will likely need to move production of one of those models, to another factory or add a line somewhere in the network to add significant volume to XC90 stock. Whether or not that will be needed remains to be seen. For now, XC90 V8s should begin rolling into Volvo dealers in the first quarter of next year. After that, the market will drive any decisions to further bolster production of what we believe to be one of the best family cars on the market.
Are There More Plans for Volvo’s new V8 Engine?
With Volvo’s investment in this potent new powerplant, we’re quite curious about the destiny of the motor. Will it only see use in the XC90 or will Volvo or Ford Motor Company find other uses for it? Inquiring minds want to know.
We’ve gotten conflicting reports from Volvo about packaging, though we’re told that the engine should fit just about any P2-based car. If that’s true, then the engine could physically fit in the S60, V70, XC70, S80 as well as the Ford 500, Ford Freestyle, Merceruy Montego and upcoming Mercury version of the Freestyle.
From a marketing standpoint, putting the engine in all of those cars may not make sense, though we’ve heard from multiple sources that an S80 V8 is a very intriguing and possible proposition. AWD and 4C have already been engineered into the S80, so an S80 V8 potentially badged with Volvo’s R logo could be built. Whatever the badge, such a car would do wonders for the S80 as it reaches its twilight production years and would give the car’s sales some extra grunt of their own.
The V8 also might make sense in Ford’s Freestyle crossover SUV, or even a 500 SHO or SVT to compete with Chrysler’s Hemi V8-powered 300C.
Recently at SEMA, Volvo even showed a supercharged version of the XC90 V8. Though the system wasn’t fully built on the red SUV in Las Vegas, a working version fitted in a second yellow XC90 widebody is rumored to be on the stand at the upcoming Los Angeles Auto Show in early January.
More of an exercise than perhaps with an eye toward production, a supercharged version of the V8 may or may not officially happen but might easily be spawned by the aftermarket. We recently spoke to Don Nicholson at Evolve regarding this topic, and he confirmed the relative ease with which a system could be developed for the engine. If Volvo doesn’t build one, a supercharger system for the new V8 shouldn’t be that tough to create.
Driven: 2005 XC90 V8
In the few short years since it launched in 2002, the Volvo XC90 has grabbed the title of best-selling European SUV in North America – outpacing the likes of the BMW X5, Mercedes-Benz M-Class, Land Rover Discovery and the Volkswagen Touareg. Due to demand outpacing initial projected build quantites, Volvo was forced to increase production, going from 50,000 to 90,000 units. Starting strong and taking the lead over European competitors is one thing, but maintaining it and selling even more requires something else. Enter Volvo’s new XC90 V8.
Replacing the current premium-position XC90 T6, the XC90 V8 is the first production Volvo automobile to make use of a V8 – and what an interesting V8 it is. With 311-bhp @ 5850 rpm and 325 lb-ft of torque @ 2000 rpm, this V8 brings more power for the SUV. More power is one thing, but the new V8 is still very much in keeping with Volvo’s environmentally aware attitude, matching the T6’s average 18 mpg in fuel economy and marking the first ever production V8 to meet ULEV2 emissions standards.
One would think that Volvo’s purchase by the Ford Motor Company would have left a wide range of V8 engines available to the Swedes when it was decided to move up in cylinder count for the top-of-the-line XC90. The one problem with that theory is Volvo’s transversely mounted engine placement. With a minimal amount of front-to-rear space in the bay, a narrow engine was needed. None of the existing 90-degree Ford or Jaguar V-engines fits, though designs such as the narrow-angle 60-degree V8 created for the last generation Ford Taurus SHO by Yamaha fit the bill to a tee.
A 60-degree angle for the V8’s block makes the new engine compact enough to fit the P2 architecture of the XC90 and still maintain the XC90’s crumple zones. Space is further saved through the use of a 2-stage timing chain and direct mounted components.
The angle of cylinder banks may be the same, but similarities to the extinct SHO engine end there. The compact eight in the XC90 is a whole new engine, developed by Volvo and built by Yamaha in Japan.</u> From there it is shipped to Gothenburg for final installation in the XC90.
Hit the starter of the new V8 and it comes to life with a note that is much more audibly appealing than the quirky tone of the 2.5T or even the T6. When it comes to sexiness of engine note, there’s no replacement for displacement, though the quietness of the XC90’s cabin does keep the volume to a satisfying minimum.
Slide the gear selector to D, move the XC90 out onto the road and the new V8 continues to impress. Acceleration is strong and more of a natural torque progression is no surprise given this is a large displacement normally aspirated engine.
Gear changes are quick and concise thanks to Volvo’s new AW F21 6-speed transmission with Geartronic function. With improved packaging over the T6, the older GM-sourced 4-speed gives way to a transmission with two more gears and much more flexibility for keeping revs low at cruising speeds – no doubt a factor in the V8’s impressive matching fuel consumption figures with the outgoing T-6. Volvo expects this transmission to work its way into the rest of the line.
Shift quality also seems improved. While we didn’t drive the new 6-speed back-to-back with either the former 5-speed Geartronic or the GM-sourced 4-speed, Volvo reports improved shift functions and decreased shift time in manual mode. It certainly felt the case. The new transmission is a welcome addition to the Volvo hardware partsbin, though it would be that much more satisfying with some sort of steering wheel mounted shift control buttons – maybe like the creative application seen in the YCC at Geneva this past year.
Another hardware upgrade that debuts in the XC90 V8 (and will eventually make its way to the rest of the Volvo line) is a new evolution of the Haldex all-wheel drive system. This latest version includes a non-return valve for the system’s hydraulic clutch, allowing the system to keep the clutch engaged for launch. Even with the system’s already impressive reaction time, launching with power at four wheels should offer a noticeable improvement in cold weather conditions. We tried several “stomp it” launches at intersections where a 90-degree turn was called for - a great way to call up a tire chirp in dry weather. The XC90 launched with barely a chirp, and pulled hard – more similar to a full-time all-wheel drive system like Audi’s Torsen-based versions of quattro.
On the curving roads of the countryside near Gothenburg is where the XC90 V8 clearly shows its superiority. With better gearing and more muscular V8, this new XC90 is much more likely to be well-within its prodigious power band when power is needed. Fortunately for us, we had a former racecar driver piloting the XC90 in front of us – entering blind curves without braking, likely to scare oncoming Swedes into the well-manicured bushes or act as a decoy for any Swedish speed enforcement.
With less concern for dangers ahead thanks to our decoy and the self-proclaimed iron stomach of my copilot, the XC90 was flogged through some hard cornering, late braking or not braking at all. Torque is constantly at your fingertips, the willing engine ready to toss the large XC90 around more aggressively than its predecessors. We hear suspension wasn’t changed much, though we do suspect Volvo is running larger swaybars on the V8 at the very least. While previous 2.5T and T-6 versions leaned heavily in turns, our pre-production V8 hunkered down with little lean and even sliding around some corners rather controllably.
While we presume most XC90 owners will not drive their cars this hard, it’s nice to know that it can be done. Further, for those looking to move on up to something larger from their R or other driver-oriented automobile, they can do so with considerable satisfaction. The XC90 V8 is no Cayenne replacement, though it is a worthy alternative to the X5 4.4i, which it bests in power and undercuts in price by a considerable $8,100.
When the XC90 V8 reaches our shores in early 2005, the rather conservative wheels with stamped “XC” logo you see pictured will not make the cut and will give way to two other designs – one not so new to Volvo’s North American clientele. Styling cues that will remain include the chrome lower grille surround, color-matched side mouldings and door handles and a unique exhaust tip. The look is more handsome, though honestly hardly noticeable to all but the more eagle-eyed XC-phile.
Volvo Cars North America has announced a base price of $45,395. Compare what the XC90 V8 offers for the price and Volvo executives are understandably confident about reaching target sales numbers. While the XC90 V8 bests competitors such as the X5 4.4i and M-Class ML500, it also beats them in price by $8,100 and $1,725 respectively.
Pricing makes the XC90 more than likely to steal sales from these strong European competitors – especially the X5, which Volvo reports 11% of the BMW’s buyers already considered the XC90. Though Volvo sees the V8 competing most with the BMW and the other European offerings from Mercedes and Volkswagen, it also is targeting other players from Japan and America including the Infiniti FX45, Lexus GX 470 and Cadillac SRX.
With pricing set so competitively, Volvo plans to sell 15,000 XC90 V8s a year, with 75% of that production destined for U.S. shores.
Standard equipment on all V8 models includes a power glass moonroof, leather seats, power front seats, 6-disc in-dash CD changer, third row seating with leather, air conditioning and controls for third row seats, rear headphone outlets with controls and integrated booster cushions for the second row of seating.
Even better, Volvo is readying a host of in car entertainment upgrades for all XC90s, including the addition of Sirius Satellite Radio and the rear-seat entertainment system similar to the one available in European XC90 Premier models – a first of its kind factory offering for an SUV in the US. Each of these options will be available on all XC90 models in the first half of next year, as will the recently announced Ocean Race Edition package.
If we sound like we're glowing about the XC90 V8, well, we are. This new version of the XC90 is certainly the best one yet. It will likely continue the XC90’s strong sales trend. Perhaps the only downside is that very same increased demand. Already rated as one of the least depreciating vehicles in the US market (tied with the MINI Cooper), the Gothenburg factory that produces the XC90 on the same line as the S80, V70 and XC70 is running at full capacity. Volvo will likely need to move production of one of those models, to another factory or add a line somewhere in the network to add significant volume to XC90 stock. Whether or not that will be needed remains to be seen. For now, XC90 V8s should begin rolling into Volvo dealers in the first quarter of next year. After that, the market will drive any decisions to further bolster production of what we believe to be one of the best family cars on the market.
Are There More Plans for Volvo’s new V8 Engine?
With Volvo’s investment in this potent new powerplant, we’re quite curious about the destiny of the motor. Will it only see use in the XC90 or will Volvo or Ford Motor Company find other uses for it? Inquiring minds want to know.
We’ve gotten conflicting reports from Volvo about packaging, though we’re told that the engine should fit just about any P2-based car. If that’s true, then the engine could physically fit in the S60, V70, XC70, S80 as well as the Ford 500, Ford Freestyle, Merceruy Montego and upcoming Mercury version of the Freestyle.
From a marketing standpoint, putting the engine in all of those cars may not make sense, though we’ve heard from multiple sources that an S80 V8 is a very intriguing and possible proposition. AWD and 4C have already been engineered into the S80, so an S80 V8 potentially badged with Volvo’s R logo could be built. Whatever the badge, such a car would do wonders for the S80 as it reaches its twilight production years and would give the car’s sales some extra grunt of their own.
The V8 also might make sense in Ford’s Freestyle crossover SUV, or even a 500 SHO or SVT to compete with Chrysler’s Hemi V8-powered 300C.
Recently at SEMA, Volvo even showed a supercharged version of the XC90 V8. Though the system wasn’t fully built on the red SUV in Las Vegas, a working version fitted in a second yellow XC90 widebody is rumored to be on the stand at the upcoming Los Angeles Auto Show in early January.
More of an exercise than perhaps with an eye toward production, a supercharged version of the V8 may or may not officially happen but might easily be spawned by the aftermarket. We recently spoke to Don Nicholson at Evolve regarding this topic, and he confirmed the relative ease with which a system could be developed for the engine. If Volvo doesn’t build one, a supercharger system for the new V8 shouldn’t be that tough to create.
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