Volkswagen Touareg V8 R-Line: Right kind of 'wrong'

If this flagship represents diesel’s last gasp, it’s one heck of a deep breath.

Price: $141,900

Powertrain and economy: 4.0-litre turbodiesel V8, 310kW/900Nm, 8-speed automatic, AWD, combined economy 9.9L/100km, CO2 258g/km.

Vital statistics: 4878mm long, 1984mm wide, 1702mm high, 2984mm wheelbase, luggage capacity 810 litres, 21-inch alloy wheels.

We like: Effortlessly muscular, a smart alternate to more prestigious VW Group models.

We don't like: Emissions count, no third row seating, awkwardly-site front cupholders.

 AROUND $60 billion to spend on increasing the count and production of electric cars and batteries … within the next four years.

You could say Volkswagen Group is spending as if there’s no tomorrow … and, in a way, that’s exactly why they’re doing it. That the ‘tomorrows’ for orthodox fossil fuelled vehicles are running out is recognised as being a cold, hard fact.

VW isn’t hanging around for the end of that world as we know it before concocting a Plan B. It’s blasting off to Planet Electric now. There’ll be 70 all-electric VW Group models by 2030, of which 20 are already signed off, and around 60 hybrid models by then as well, of which just over half are already being built.

 The volume ambitions are massive: 26 million fully electric models built this decade; 19 million based on the MEB (basically, mainstream electric) platform that underpins the NZ-bound Skoda Enyaq, Audi Q4, VW ID.4 crossovers, the remainder utilising a high-performance PPE (for ‘premium platform electric’) underpinning, which has yet to be used. That one is designed for vehicles of medium size or larger and is suited to both low- and high-riding applications.

Their rush has been fuelled by Dieselgate. VW’s unfortunate incident has utterly reshaped Europe’s biggest car maker and hastened the death of diesel.

Or so the headlines might have you believe. In fact, as much as VW is keen to move on from a period of significant unpleasantness – and despite the fuel type falling fast out of favour in key markets close to VW’s homeland -  it has yet to quit a dirty habit.

Look at the make’s pitches into the markets two core sectors, utes and large sports utilities, and you’d have to conclude diesel is far from dead. Quite the contrary. 

Still, that’s going to change. A platform-sharing project with Ford in which the Blue Oval takes the lead role means the next generation of VW’s Amarok, coming in 2022, is set to be a ‘Ranger-rok’. The drivetrains remain a mystery, but Ford has said it wants to electrify its commercials. Hence why NZ will get a fully battery-enabled Transit as an option to the PHEV edition now incoming. Same for the traydeck? 

Later this year, the big Touareg five-seater sports utility wagon will also take the plug-in plunge, becoming not only the first in this family to do so but also set to be the first large mainstream sub-$150,000 European vehicle here in that format.

The e-Hybrid variant is going to be high-profile. It represents as a member of the make’s R performance sub-brand and delivers with the same 250kW turbocharged 2.9-litre petrol V6 mated to a 100kW electric motor, fed by a 14.1kWh battery mounted beneath the boot floor, that has represented in the Porsche Cayenne E-Hybrid.

It’s a smart drivetrain: Up to 50kms’ electric-only running, plus emissions and economy that, just a decade ago, would have only been possible from a small car. Yet it’s a miser with serious muscle. Hence that R accreditation. Although VW says their package prioritises comfort and refinement over outright punch, it’ll be … well, electrifying. Expect the 0-100kmh sprint to take around five seconds and an electronically limited top speed of 250kmh.  

So the Touareg R is a model to look forward to, the next big step into a future we cannot ignore, one that quite potentially will lead to an all-electric conclusion in time.

Still, it would be surprising if Touareg fans immediately warm to it. Not because electric isn’t ‘right’ so much as because diesel has done their vehicle of choice no wrong.

Of all VW’s SUV models, the Touareg has consistently been the most dedicated to diesel powertrains with proven plus points of low fuel consumption and running costs for higher kilometres-per-litre economy, effortless grunt and long range between refills. 

Having a new compression-champ in the line is unlikely to make transition away from the dark side any easier.

The new 4.0-litre V8 that became available from late last year is potentially going to be viewed as the most obvious alternate to the electric newcomer, given it holds the same flagship status and is very likely set to be closest on price.

 If comparison is to be made, however, it’s likely there will more differences than similarities in how they operate and what they deliver.

They come closest in respect to power, and even then there’s no parity; the PHEV generating 30kW more than the big-bore diesel. When it comes to torque, the diesel wins easily, with a third as much again.

VW has yet to present economy and emissions figures for the PHEV, but it’s fair to assume the counts Porsche has discussed will be a fair indication. In which case … well, it cleans up against every diesel. Comprehensively. Which of course, is the whole point. Even though it meets latest Euro 6 requirements, and rarely puts out any black smoke even at start-up, a rated count of – cough, cough – 258 grams per 100km means that, even with the smog unseen, the V8 counts as a smutty thing.

Still, while a black mark, it’s hardly a killer blow in our market, not least when our Government has yet to initiate any particular emissions legislation. It’s not the cleanest new diesel, but at same token it’s far from being the dirtiest vehicle on our roads. You only need to follow any school bus or any light truck imported used from Japan to be reminded of that.

The prospect of the V8 being subbed out once the Touareg R hits the playing field has never been voiced by VW here and I doubt it’ll happen, for good reason that the latter has become an immediate hit since launch.

To say that this engine has imprinted on the buyer base is an understatement. It’s quite possibly the ultimate black hearted hero of the moment. 

The test car, at time of driving, the last of the First Edition models that comprised the initial shipment; every one of those was snapped up. Basically, all examples on the next boat were signed up when still at sea and there’s a growing waiting list.

The appeal is pretty obvious. Putting environmental concerns to one side, the spec of this twin-turbo engine is drool-inducingly impressive.

For one, it’s the most powerful Touareg engine ever; gruntier even than the first generation model’s flawed but fondly-remembered V10, developed at the behest of Ferdinand Piech to simultaneously elevate the diesel engine and the VW brand.

It’s come to this model with an illustrious heritage, having done time in the rich-lister Audi SQ7 and SQ8 and the Bentley Bentayga – where it took an electric supercharger. The lack of that latter element in the VW formula is no particular problem as it still emphatically from a different planet than the Touareg’s V6 that, in most powerful form, makes 100kW less power and 300Nm less torque. 

Those who bought into the First Edition did well. With a Black Pack trim – literally that, with every exterior element in that colour (and most of the interior, too) – it’s a smart-looking car and a smart buy, too. The premium it held over the regular version covered the cost of a 48-volt active roll stabilisation system that’s a $7500 cost-extra in the regular model. In addition to this, the First Edition also received a superb Dynaudio sound system. That’s also a pricey item, so effectively it came for free in this case.

The engine is the big pull. Quite literally. The appeal reveals easily; it’s smooth, refined and massively powerful; put your foot down and, no matter what pace you happen to be holding, it just surges forward with huge and growing momentum. In typical diesel style, the oomph emerges in considerable force at rev levels at which any performance petrol would still be in doze mode. Even at a steady 100kmh, the thing is typically showing around 1800rpm on the dial. There are quite a few numbers between there and the redline that possibly will never be visited much at all, if ever. Because there’s no need.

Ok, so it’d be stretching to say it's not wholly free from lag, in spite of the efforts of its clever dual turbo set-up. There is still a momentary hesitation, but once that breath is taken, though, the load of seamless stonk is truly impressive and bodes well for off-roading and towing. Anyone who buys one of these and doesn’t use it to haul something significant is wasting a tonne (well, two and bit tonnes) of talent.

What’s a bit unnerving, initially at least, is that there’s not a lot of noise when it goes into lout mode, at least until you activate the performance mode. That seems to introduce extra aural fireworks. But it’s not necessarily a true-life soundtrack. I suspect it has an acoustic enhancer that uses the stereo speakers. Leave it in the standard drive mode, though, and it is pretty quiet.

Economy suffers when you push the limits, of course, but it’s nothing like as thirsty as any petrol. Volkswagen claims an optimal 9.9 litres per 100km is possible, but I wasn’t at all unhappy seeing an average of ‘only’ 10.8L/100km from a week-long stint in which the vehicle was employed in a wide variety of driving duties, even a touch of off-roading. Nothing particularly strenuous, of course.

Putting almost 500km on the clock accounted for less half a tank consumed; nothing to do with a poorly calibrated gauge. This version runs a 90-litre fuel tank. According to the drive computer, it will deliver at least 1100km of range on a single tank. So you could cruise all day. 

About that. Cruising is what is does best, yet don’t estimate the talent: On occasion it feels even more agile to drive than the Audi Q7, which is supposedly the sportier model.

That active roll stabilisation system definitely has positive imprint on body roll, the air suspension that either firms or soften the ride, depending on what you want, is also a good thing and having 4Motion permanent four-wheel drive is an obvious plus. True, it’s not outright thrilling, but it does come across as a easily-controlled car, but not an outright dextrous one.  

Of course, that’s all written in context of its sheer size. In pure physical terms, this generation of Touareg large enough to be hulking, so it’s a big thing to put down a country road.

In that scenario, the steering also still feels a bit too light and distant for true entertainment; it needs room stop, too. The PHEV should be better, but so it should, given the pedigree it’ll bring. R-Line is all well and good, but nothing should surpass a real R.

Saying it’s happiest on big, wide, sweeping roads is perhaps not a criticism. The ride quality is more decent than you’ll find from the Audi equivalent, for instance. And being more laidback suits the overall personality. The combo of refinement, sledgehammer thump, quality, comfort and space mean that it's a decent choice for long journeys, and a deeply pleasant thing into which to climb every day. But it's not as agile, nor flickable, nor engaging as it might be. Call it composed.

The exterior styling - big, square of shoulder and jaw, and with that massive radiator grille and piercing lights – is lasting well, but it's the interior that’s the Touareg’s strongest aspect.

Quality levels in this model are exceptionally high, and even if if the overall design and layout might seem a bit stark and grey – because, well, that’s just the VW way - it's nonetheless a very pleasant place in which to spend time.

If you had to pick one outstanding aspect, it's that it is very welcoming to occupants. Front seat occupants haul themselves into big front armchairs. Those behind also enjoy decent comfort and lots of leg and headroom.  There's no seven-seat Touareg as yet, nor any sign of one on the horizon. Is that because VW doesn't want to pinch sales from the seven-seat Q7? Anyway, it does have a massive boot.

All Touaregs bring a huge amount of equipment to the table and all have the 15-inch touchscreen in the middle of the dash backed up by the 12.3-inch 'Active Info' display behind the wheel, which is your all-singing, all-dancing instrument panel.

The two displays are linked, although you can't slide, drag and drop items between them, but you can use the central display to setup the information that the instruments show you. You can also use it to adjust the seats, the stereo, the navigation, the climate control - virtually everything in fact. There are hardly any physical buttons. Yes, the system is a touch fiddly and thought-intensive at times, but it’s more logical than many.

The comfort, the car’s height and solidity, plus performance that feels brisk and muscular enough for almost any circumstance … well, there’s a lot going for this particular variant.

All in all, it very much reinforces that while diesel is slowly leaving the scene, it isn’t set to depart without reinforcing why it still has many merits.

Volvo V60 T8 Polestar: Plug-in plays well

A second look at this sweet-looking Swedish sports wagon cements our sentiment.

Price:  $114,900 ($121,400 as tested).
Powertrain and performance:  2.0-litre four-cylinder DOHC turbocharged and supercharged petrol engine with plug-in hybrid electric drive. 246kW/6000rpm, 430Nm/2200-5400rpm (Combined 311kW/670Nm). All-wheel drive. 2.0L/100km.
Vital statistics: Length 4761mm, height 1432mm, width 1850mm, wheelbase 2872mm. Luggage 390 litres. Wheels: 19-inch alloys with 235/40 R19 Continental Premium Contact6 tyres.
We like: Comfort, styling, innovative drivetrain engineering.
We don’t like: Fidgety suspension tune, type one recharging (and short household wall-plug cable).

WHEN it comes to citing a top-level European brand with leadership in drivetrain achievement, it’s all too easy to propose one of the usual German suspects.

After all, Audi, BMW and Mercedes do tend to make so MUCH noise about every new thing they bring to the market, right?

On the evidence presented by todays test car, really it’s the quiet Swede, Volvo, that deserves the spotlight. Definitely so on strength of the mechanical package delivered with the new flagship edition of its V60 mid-sized station wagon.

Turbocharged, supercharged, petrol, electric and a blend of both, driving through two wheels or four: That’s a heck of a drivetrain, right? 

Almost every part of that recipe is special and rare to find elsewhere in motoring, even the elements that – to Volvo at least – are a bit old hat, now.

Actually, to be fair, the Swedes are the third marque I can name that has sought to combine the choice of forced induction between two philosophically opposed setups – turbocharging, to achieve a revvier, higher-strung sort of boost (thanks to exhaust gases), and supercharging, to deliver a gruntier and lower-end power enhancement (courtesy of crankshaft inertia). 

As far as I can tell, the combo achieved its first successful cameo with Lancia's Delta S4 Group B rally car in the mid-1980s, which trickled down into a roadgoing version, and more latterly came in a Volkswagen Polo that sold briefly here.

Even so, it’s fair to suggest Volvo has gone further with it. The result of Chinese owner Geely’s $300 million investment in the Skovde engine plant has resulted in a particularly intense involvement that achieves with the test car’s 2.0-litre inline four-cylinder T6 engine standing out as a bright spot of innovation. 

The initial outcome from combining turbocharging and supercharging was to tick a best of both possible worlds – great zonk and also commendable economy (and claim of a first in its class to deliver more than one kiloWatt per gram of CO2 emissions). That box was first ticked a couple of years ago. Now the powertrain is up to its next level, with the supplementary positive of an electric backup.

How it all enacts in daily operation is intriguing. For one, there’s such a broad and muscular spread of power; the engine when acting in isolation, which is mainly when the performance-first Polestar drive mode is enacted, creates discernible low-end supercharger grunt that starts to plateau around the 3000 rpm mark - right around where the turbo kicks in.

You’d easily be fooled into imagining there’s a much larger powerplant lurking under the bonnet. Depending on your enthusiasm with the go pedal, you might twig to brief moments of almost imperceptible interruption between one ‘spinner’ handing over to the other, yet overall it demonstrates that there is a way for these enhancers to peacefully co-exist.

And that’s only half – or, if you have a heavy right foot – two-thirds of the story here, because on top of this is the electric ingredient whose inclusion identifies externally with a new title - T8 'Twin Engine' - another 'fuel filler flap' on its front wing, for the Type 1 charging port, internally with some hybrid-related displays and on the road with … well, everything from silence to surge, depending on how it happens to be interacting.

Ostensibly, in its Green mode – enabled most effectively by switching a selector to Eco - the 10.4kWh battery pack that feeds the electric motor (that drives the rear wheels) will allow you to achieve up to 49km on electric power alone, which should make it ideal for commuters who can charge it both at home and the office, day in, day out.

Or is it better to save that extra inertia for Polestar? Hmm. With both forms of propulsion pushing forward together, it’s a serious mover. Zero to 100kmh crops up in under five seconds – pretty scintillating when bearing in mind this car weighs in at a fraction under two tonnes – and as all grunt transfers as grip thanks to the traction-maximising effort of its four-wheel-drive (resulting from the electric motor being mounted to the rear axle), there’s real push-back surge.

All that’s missing from this almost-V8 oomph is an almost-V8 soundtrack, though the noise as it goes about its business is intriguing in its own right; a blend of four-cylinder engine grumble overlaid with a whine of supercharger and electric motor noise.

There’s no assurance of an absolutely free lunch here. As with anything that uses batteries, the harder the power hit, the faster the depletion rate. Just a few energetic starts and foot-down accelerations when moving will slash the EV range significantly.

And while the battery is never as wholly exhausted as the indicator shows – which reveals in it always having enough to enable silent movement from starting off – it’s a balancing act if you want to use it to scurry around without using any petrol at all for a reasonable distance. 

Yet it’s not that much of a challenge. I got used to seeing just 3.5 litres/100km on a daily mixed condition and speed test run; I wasn’t thrashing, but neither was a tender-footing. Get in the habit of plugging it in whenever there’s a chance and you’ll always have some zap to help the petrol-fed zip.

Beyond the powertrain, you’re into more regular Volvo territory, which means a very nice cabin presentation, some of the best front seats in the business and a decent specification to warrant its premium market placement, including the nine-inch Sensus touchscreen satnav, the 12.3-inch digital instrument cluster, a powered tailgate, rear parking sensors, two-zone climate control, cruise control with a speed limiter and more. 

High-end station wagons are relatively rare nowadays, not least in a property sporty format, and anyone who has become utterly convinced by car-like SUVs will complain, first, about how low this car is to get into and, second, about how firm-riding it is.

Both are factors you just to need accept as part of the overall theme. It’s true, nonetheless, that R-Design Volvos are quite crunchy in their firmer-than-standard suspension tune and as gorgeous as the big wheels with low profile tyres look, they’re also going to unavoidable transmit a bit of road patter through on scarred surfaces. 

To be fair, though, we need to accept that our road surfaces are pretty poor and that suspension engineers who tune the car for far more important markets do so in knowledge that those places have smooth tarmac surfaces.

Even so, the damping control was pretty good, keeping vertical movements of the body to a minimum, and it across as pretty well-sorted in the cornering department, with clean steering, lots of grip and minimal body lean to work around. If it is not as thrilling to drive fast as the obvious German equivalents, neither is it too far from being a threat to them. 

The T8 update demanded adoption of brake-by-wire; meaning the brake pedal sends a signal to a computer and the computer translates that into braking power. We’ve been down that road before with varying degrees of success. Some other systems that rip out the vacuum booster and replacing it with an electrically powered hydraulic pump can be quite grabby. 

However, in general use, the Volvo’s stoppers meet the aim of providing a linear feedback a smooth transition between regenerative and non-regenerative braking. And there’s certainly plenty of stopping power. 

The T8 drivetrain also affords in a taller and robust-looking XC setting and I imagine that’ll be the one more buyers gravitate to, simply because SUVs are just more in vogue. In a way, that might enhance the V60’s standing with those who still prefer orthodox wagons; in adding a degree of ‘rarity’ value for a car whose general styling and R-Design furnishings lend wonderful kerbside presence.

Bunging an EV drivetrain and battery into an orthodox design always demands some give and take; by shaping this into a T-design is clever as the main part spans under the back seat, with the vertical running forward into what would be a driveshaft tunnel if it had an orthodox all-wheel-drive. That provision ensures the boot space remains decent. However, it also effectively makes this a four-seater, as the central tunnel is quite and wide and high.

There are a couple more quirks beyond that. Engaging Reverse after being in Drive demands a double-tap movement else it’ll revert to neutral, which a bit odd. Also, the recharging cable for plugging into home supply is very short, there’s no logical place in the boot designed to stow it (and, if there is a bag, it had been ‘repuposed’ before the car arrived) and also replenishment by this method is so achingly slow off a three-pin plug you really need to upgrade to a proper home charger or roam around to find a local utility. In that respect, head down to your local mall. A lot of free-use public EV setups are still configured for Type 1 plugs and they’re generally located in shopping centres. But how long will that remain the case? Having this plug type seems a step behind where most other brands are going and it’s in fact interesting to see that, in some other markets, the car appears to come with a Type 2 set-up.

Beyond that, though, it does seem a pretty strong all-rounder; a car that blends the sporty side of its nature very nicely with its practical facets with the potential of super-low running costs, if you’re sensible in how and when hybrid drivetrain is engaged. If you leave it in hybrid mode then it really is quite brilliant in how it apportions the best elements of the petrol power and the electric motor. The world’s hybrid king, Toyota, could learn from this car.

A car that has come about purely as result of Volvo determining to distance itself from diesel deserves recognition from eco-conscious buyers who might have already been attracted by the Swedish manufacturer’s reputation for being a frontrunner in safety and solid design. Knowing that there’s nothing else quite like it in the market must also stand as an interest point.

Volvo V60 T8 Polestar: Swedish science fare

A performance-tuned plug-in hybrid station wagon? That’s something new to think about.

Price:  $114,900 ($121,400 as tested).
Powertrain and performance:  2.0-litre four-cylinder DOHC turbocharged and supercharged petrol engine with plug-in hybrid electric drive. 246kW/6000rpm, 430Nm/2200-5400rpm (Combined 311kW/670Nm). All-wheel drive. 2.0L/100km.
Vital statistics: Length 4761mm, height 1432mm, width 1850mm, wheelbase 2872mm. Luggage 390 litres. Wheels: 19-inch alloys with 235/40 R19 Continental Premium Contact6 tyres.
We like: Handsome sportwagon styling, seating comfort, interior finish quality and effortless high torque performance.
We don’t like: High-rise central tunnel makes five passengers marginal.

NOT many years ago Volvo served the luxury market with a typical mix of sedans and estates.

Today the brand is another case study of how far the market has shifted toward SUVs with just a single four-door in its 2020 New Zealand line-up and the new V60 filling the wagon role while XC models represent the volume of its business.

For drivers who prefer the sportwagon configuration over something riding higher, the V60 offers space and a thought-provoking blend of attributes and technologies. 

The V60 flagship pairs the stylish R Design equipment package with the T8 plug-in hybrid powertrain - a supercharged and turbocharged 2.0-litre engine boosted by electric drive and with the rear electric motor also being the enabler for all-wheel-drive. 

The dual-boosted four-cylinder petrol engine develops 246kW at 6000rpm along with 430Nm of torque from 2200-5400. The electric motor contributes 65kW and most importantly 240Nm of torque. 

It’s an impressive combo of efficient sophistication and genuine performance with combined output totals of 311kW and up to 670Nm of torque. 

In Polestar drive mode the V60 T8 can sprint from 0-100kmh in 4.5 seconds and electric torque fills any gaps or pauses in the torque delivery from the relatively small combustion engine. A braked towing capacity of 2000kg adds a little more versatility to the wagon theme.

Claimed average consumption is 2.0L/100km but like all plug-ins that figure varies significantly based on the driving environment. 

The best indicated range I saw when driving away with a fully charged battery was 40km. That’s enough for short city commutes and errands to be completed with zero - or close-to-zero - consumption and emissions.

The road test reality for a 122km run over a mix of open road and city driving was a 4.8L/100km consumption average. On a longer highway run the consumption is likely to settle in the high-5s or low-6s – still an appealing level of efficiency for a 4.8-metre long family-size estate with some serious performance potential. 

The lithium-ion battery is rated at 11.6kWh capacity – slightly smaller than a Mitsubishi Outlander PHEV for example. Charging from a domestic supply will take about four hours at 10amp charge rate. 

Using a Type-1 plug in the New Zealand market seems something of an anomaly in an industry that is heading towards Type-2 fast charge capability. But the reality for plug-in vehicles is they will be most commonly charged overnight from a domestic supply.

The V60 T8 can be driven in Pure (electric), Hybrid, All-Wheel-Drive and Polestar modes. Additional energy recuperation can be prompted by nudging the gearshift lever back into Brake mode. The steering wheel paddles still shift the eight-speed Geartronic automatic transmission rather than adjust the level of energy recuperation.

A highlight of the T8 driving experience is the way the comfortable sportwagon slips effortlessly along in bumper-to-bumper traffic queues on electric drive avoiding the hesitations of awkward stop-start systems. But can then be prompted to deliver serious acceleration in Polestar mode.

The new generation V60 is a medium-large format wagon and continues where Volvo has excelled in the past. There is family-size load space and convenient accessibility via the powered tailgate and it’s sensibly kitted out with the load securing and separation nets.

But the reality of the rear seat layout with a high-rise centre tunnel - for the battery storage – falls somewhere between marginal five-seat accommodation and very comfortable four-seat capability with generous rear headroom and supportive seat shape.

The V60 T8 AWD R Design is priced from $114,900. Options on the test car included panorama sunroof, window tints and Bower and Wilkins premium sound system – grouped as a Premium Pack – to bump the price-tag to $121,400.

Specific highlights of the R Design equipment level include charcoal leather with mesh textile inserts and contrast stitching and R Design detailing of the steering wheel, pedals, shift knob and tread plates with a charcoal headlining.

The exterior carries R Design badging along with gloss black treatment for the roof rails, mirrors and grille while diamond-cut 19-inch alloy wheels are generously shod with 235/40 R19 Continental PremiumContact6 radials.

The 4-C Dynamic Chassis active damping allows plenty of adjustment of the body control and ride comfort characteristics to progress between luxury and firm sportwagon settings.

Also standard is a head-up display, excellent 360-degree camera, Park Assist, four-zone air conditioning and heated front seats. All of the infotainment, satellite navigation and heating/ventilation functions are controlled from the 9.0-inch portrait format Sensus touchscreen.

The V60 R Design showcases Volvo attributes of an uncluttered control layout and clear displays with an emphasis on quality surfaces including mesh metallic décor. 

There is excellent visibility past the cleverly shaped A-pillars and Volvo seat design continues to provide a lesson in both welcoming comfort and firm long-distance support with full power adjustment including four-way lumbar and cushion length adjusters. 

Part of the challenge is for luxury brands is to differentiate themselves and offer an identifiably unique experience.

Modern plug-in hybrid performance and effortless refinement sits very neatly with handsome Volvo wagon design and traditional brand attributes of comfort and safety.