Volvo XC90 VS Maserati Levante
- Stylish inside and out
- Powerful four-cylinder engine
- Spacious cabin
- Cabin storage could be better
- Quiet exhaust note doesn't match brutish looks
- Touchscreen takes getting used to
- More affordable entry into Levante range
- Great engine note
- Almost identical standard features to the Levante S
- GranLusso and GranSport packs are expensive
- Limited room in the rear seats
- Steering is overly sharp and quick
Does the Volvo XC90 R-Design T6 have what it takes to match other large seven-seat prestige SUVs... or is it even better?
This Volvo XC90 is where it all began for Volvo way back in 2014. Okay, let me rephrase that, it wasn't the beginning of Volvo – that was in 1927. This second-generation XC90 was a kind of new beginning for Volvo because it brought with it the styling and technology rules for the brand's future models. But how does it hold up now?
See, when the new XC90 arrived in Australia in 2015 it wowed us with its large portrait display, advanced safety equipment and 'Hammer of Thor' headlights. Since then, safety and tech has come along way - has the XC90 been left behind?
And while on the topic of reality checks: what's this large seven-seat SUV like to live with – how did it cope with our nightmare car park test?
We tested the XC90 R-Design T6. What the heck does that mean? Well the T6 refers to the engine – it's a four-cylinder petrol – and R-Design is the highest trim level.
A four cylinder… in a giant SUV? Yep, we'll get to that.
|Engine Type||2.0L turbo|
|Fuel Type||Premium Unleaded Petrol|
Maserati. What do you reckon that name means to most people? Fast? Loud? Italian? Expensive? SUVs?
And that may happen even faster with the arrival of the most affordable Levante ever - the new entry-grade, simply called Levante.
So, if this new cheaper Levante isn’t expensive (in Maserati terms) does that mean it’s not fast, loud or even Italian, now?
We drove this new, most affordable, Levante at its Australian launch to find out.
|Engine Type||3.0L turbo|
The XC90 may have been the first of Volvo's new breed of cars, but it remains exceptional in its styling, refinement, technology and safety. The R-Design trim level makes it the burger with almost the lot in that it still gives you room to option more and doesn't assume you want, say a sunroof, when you might not.
The T6 engine is excellent – powerful, with plenty of torque. All that's missing is a beefy soundtrack to go with this brute of an SUV. A cool alternative to a large SUV from BMW, Benz and Audi.
Would the XC90 R-Design T6 be on your prestige SUV shopping list? Tell us what you think in the comments below.
The entry-grade Levante is the best choice in the current line-up (Levante, Levante Turbo Diesel and Levante S) because it’s almost identical in performance and features to the pricier S.
I’d give the GranLusso and GranSport packs a miss on this base Levante, but would consider them on the S where they are possibly worth the extra $10,000 rather than the $35K asking price on the entry car.
The Levante does a lot right – the sound, the safety and the exterior styling. But the quality of the interior, with its FCA shared parts, lowers what should be a prestige feel.
And back seat comfort could be better, Maseratis are grand tourers and an SUV from this brand should be able to accommodate at least four adults in superb comfort – something this one can’t do.
Given the choice and about $130K would you choose a Porsche Cayenne or a Maserati Levante? Tells us what you think in the comments below.
Can you believe the current Volvo XC90 came into the world in 2014 and still looks this good? Signature elements are the giant grille with its oversized badge, the 'Hammer of Thor' headlights, the unmistakable Volvo tail-lights and the tall profile with enormous windows. Yup, the XC90 is still a futuristic, stylish and elegant-looking brute.
The R-Design trim level enhances the look by adding a gloss-black grille, body-coloured side skirts and bumpers, silver wing mirror caps, aluminium roof rails, a roof-top spoiler, fog lights in the front spoiler, dual tail pipes and the 20-inch alloys you can see in the images.
The modern, minimalist design cabin has also aged well – although the portrait-orientated screen now feels a bit small. I remember writing about how outrageously large it was when it was launched – and then I sat in a Tesla with its mega touchscreen, taking displays to a whole new level.
The R-Design spec makes its presence known in the cabin, too, with the R-Design steering wheel, R-Design Sport pedals and R-Design carpet; it also adds carbon-fibre door inlays and a leather illuminated gearshift knob.
The R-Design trim level also gives buyers two seat trim choices – Nappa leather/Nubuck or Nappa perforated leather. Both are no-cost options and our test car featured the perforated hide.
How big is the XC90? Let's take a look at this seven-seater SUV's dimensions. The XC90 is just less than 5.0m long, more than 2.0m wide (with mirrors) and nearly 1.8m tall.
The Levante looks exactly how a Maserati SUV should, with the long bonnet flanked by curvaceous wheel arches with their vents, leading towards a grille that looks ready to eat up slower cars. The heavily raked windscreen and cab-back profile is also very Maserati, as are haunches that muscle over the rear wheels.
If only its bottom was less Maserati. It’s a personal thing, but I find Maserati rear ends lack the drama of their faces and the Levante’s tailgate is no different in that it borders on plain.
Inside, the Levante looks to be a premium, well-crafted place, although closer inspection reveals there are certain items which appear to be shared with other brands which, like Maserati, are owned by Fiat Chrysler Automobiles (FCA).
The window and headlight switches, the ignition button, the air-conditioning controls, even the display screen all can be found in Jeeps and other FCA cars.
There are no functionality issues here, but from a design and style perspective they look a little basic and lack the refinement a buyer may expect from a Maserati.
There’s a lack of technological pizazz inside as well. For example, there’s no head-up display or large virtual instrument cluster as you’ll find in the Levante’s competitors.
Despite the Jeep-looking bits the Levante is truly Italian. The chief designer Giovanni Ribotta is Italian and the Levante is made at FCA's Mirafiori plant in Turin.
What are the Levante’s dimensions? The Levante is 5.0m long, 2.0m wide and 1.7m tall. So that means space inside is enormous right? Um… let’s talk about that in the next section, shall we?
It's a giant box on wheels, how could be it be impractical? Actually, there are ways it could be more practical, but first the good points.
There's plenty of room. This is one of the few seven-seat SUVs where even at 191cm tall I can sit behind my driving position with space to spare, and then behind that position in the third row with just enough room for my legs. Headroom in the second row is excellent, but the third row is getting tight although my head still isn't touching the roof.
The doors to the second row are large providing a tall and wide opening for easy entry and exit. The third row is a bit tricky to get into, but I haven't met a single seven-seat SUV where entry into the third-row is a breeze.
Even though the XC90 does well to slide and fold its second row (40/20/40 split) forward, I still ended up crawling in on my hands and knees. Older kids will be able to leap in, so put them back there.
The boot is enormous and with the optional air suspension the XC90 can lower itself like an elephant getting down on its knees to make it easier for you to load stuff into the back. Yup, with all seats up you have 314 litres of boot space; with the third row folded flat you'll have a cargo capacity of 1019 litres, and with all of the seats folded (no not the front ones), there's 1868 litres. Those are measured in ISO litres which are different to the VDA litres used by many other car makers.
Storage throughout the cabin is good but could be better. There are two cupholders in the third row, two in the second and another two up front, and while the storage boxes in the armrests in the third row are an excellent idea, the second row just has small door pockets and seat-back cargo nets. It would be good to see drawers under the seats or even a fold out tray from the centre console.
Storage in the front isn't great either – that long sliding panel next to the shifter (you can see it in the images) houses the cupholders, the glove box is also on the smaller side and so is the storage area under that armrest – but it does contain two USB ports. There's one 12-volt power outlet in the second row, another in the boot and a cigarette lighter (or another 12-volt) in the front.
There's four zone climate control – and directional air vents in all three rows.
You know the Tardis from Dr Who? The time machine police phone box that is much bigger on the inside than it appears from the outside? The Levante’s cabin is a reverse Tardis (a Sidrat?) in that even at five metres long and two metres wide, legroom in the second row is tight and at 191cm tall I can only just sit behind my driving position.
Headroom is also getting tight back there because of the swooping roofline. These aren’t major issues, but If you were thinking of using the Levante as a SUV limousine of sorts then the limited room back there just won’t be enough to let your taller passengers stretch out comfortably.
Also ruling it out as a chauffeur car in my view is the ride experience in the second row. I’ll cover this in the driving section below.
Cabin storage is pretty good, with a giant centre console bin up front with two cupholders inside. There are another two cupholders near the shifter and two more in the fold-down armrest in the rear. Door pockets are on the smaller side, however.
Price and features
The Volvo XC90 R-Design T6 lists for $104,900, plus on-road costs. The trim level below, with the T6 engine, is the Inscription which lists for $102,900, and the entry-model is the Momentum for $96,900.
So, while nearly $105K might seem like a lot (especially once you add the on-road costs) you can feel comfortable knowing it's actually mighty fine value for money considering the amount of equipment you're given in return.
Coming standard is the 9.0-inch portrait touchscreen and the 12.3-inch digital instrument cluster, a head-up display and sat nav, there's a 10-speaker 330W stereo, Bluetooth and internet connectivity, Apple CarPlay and Android auto, digital radio, 360-degree parking camera, gear shifting paddles, power and heated front seats, four-zone climate control, a pop-out booster child seat in the second row, bending LED headlights, fog lights and a proximity key.
That's along with all the R-Design gear which we covered in the section above and the extensive safety equipment list which we'll cover below.
Our test car was fitted with the $8000 'Premium Package' which brings sunblinds for the rear doors, a Bowers & Wilkins sound system, air suspension, plus tailored dashboard and door trims. The 'Bursting Blue' metallic paint our car wore is a $1900 option.
Worried you're paying too much? Fear not, because relative to most other prestige seven-seat SUVs the XC90 R-Design T6 is at the more affordable end of the pricing spectrum.
Audi's Q7 3.0TDI Quattro lists for $106,900, Mercedes-Benz's GLS 350d is $118,729, while the Land Rover Discovery TD6 HSE manages to undercut it at $103,000.
It's interesting to note that while the XC90 T6 has a petrol engine, those rivals are diesels. Audi doesn't make a petrol Q7, Land Rover does make petrol Discoveries but only sell diesel ones in Australia, and as for a Benz GLS petrol there's only one - the GLS 500 and that lists for $165,129, which is $60K higher than our Volvo XC90.
Guessing you want to know just how much more affordable this Levante is compared to the other grades in the range? Okay, the entry-level Levante lists for $125,000, before on-road costs.
That may sound expensive but look at it like this: the entry Levante has the same Maserati-designed and Ferrari-made 3.0-litre twin-turbo petrol V6 as the $179,990 Levante S and an almost identical standard features list.
So how on this planet is it possible there could be a $55K price difference and yet the cars be almost the same? What’s missing?
Horsepower is missing – the base grade Levante may have the same V6 as the Levante S but it doesn’t have as much grunt. But we’ll get to that in the engine section.
As for the other differences – there aren’t many, almost none. The Levante S comes with a sunroof as standard and front seats that adjust to more positions than the Levante, but both grades come with an 8.4-inch touchscreen with Apple CarPlay and Android Auto, sat nav, leather upholstery (the S does get more premium leather), a proximity key and 19-inch alloy wheels.
Those standard features are also identical to those in the Turbo-Diesel which sits above the Levante at $159,990.
Apart from less horsepower, no standard sunroof (as on the S) and upholstery which isn’t quite as nice as the S’s another downside to the base grade Levante is that optioning the GranLusso and GranSport packs is expensive… really expensive.
The GranLusso adds luxurious touches to the exterior in the form of metallic trim to the roof rails, the window frames and protection plates to the front bumper, while in the cabin thee front seats come in a choice of Ermenegildo Zegna silk upholstery, Pieno Fiore (full-grain) leather or premium Italian hide.
The GranSport toughens up the exterior with a more aggressive body kit with black elements and adds 12-way power adjustable sports seats, brushed-chrome shifting paddles and aluminium-face sports pedals.
The features those packages offer are nice – those silk and leather seats are sumptuous for example, but each pack costs $35,000. That’s almost 30 per cent of the list price of the entire vehicle, extra. The same packages on the Levante S costs just $10,000.
While the Levante is the most affordable Levante, and also the cheapest Maserati you can buy, it’s more expensive than its Porsche Cayenne (entry V6 petrol) rival which lists for $116,000, while the Range Rover Sport 3.0 SC HSE is $130,000 and the Mercedes-Benz GLE 43 is $135,529.
Is the new entry-grade Levante good value, then? Yes, for a Maserati, if you don’t option the packages, and yes compared to most of its rivals.
Engine & trans
You may have noticed in the images that our test car wears a tiny blue square on its tailgate. This is the badge of Volvo's Polestar performance tuning division. All R-Design XC90s come with the 'Polestar Optimisation' package which increases the T6's power output from 235kW to 246kW and its torque from 400Nm to 440Nm.
The Polestar Optimisation package also recalibrates the XC90's throttle response and increases the shifting speed of the eight-speed automatic.
Acceleration from 0-100km/h according to Volvo is 6.4 seconds which is a tenth of a second quicker than an 'un-Polestar-optimised' T6 - say in the Inscription T6 or Momentum T6.
The XC90 R-Design T6 is all-wheel drive and for the five of you out there who will ask, including my father in-law – it's a Haldex 'Generation 5' system.
My bet is the same people will also want to know its braked towing capacity: 2400kg.
If you’ve just read the section above on price and features, you’re now probably wondering how much less powerful the Levante is compared to the Levante S.
The Levante has a 3.0-litre twin-turbo petrol V6 and it sounds magnificent. Yup, the entry-grade Levante lets loose that Maserati high-pitched scream when you open the throttle, just like the S. It may sound the same as the S but the Levante’s V6 has less horsepower. At 257kW/500Nm, the Levante makes 59kW less in power and 80Nm less in torque.
Is there a noticeable difference? Not much. Acceleration isn’t as rapid in the Levante with 0-100km/h coming in six seconds compared to 5.2 seconds in the Levante S.
Shifting gears is an eight-speed ZF-sorced automatic transmission which is super smooth, but a little slow.
Volvo says the T6 four-cylinder turbo- and supercharged petrol engine with its eight-speed auto should use 8.5L/100km over a combination of open and urban roads – this goes for the Polestar Optimised T6, too.
We measured our test car's fuel economy at the petrol pump and calculated that after 246km of mainly suburban and city running we were using 14.3L/100km. The trip computer reported a slightly higher figure of 14.5L/100km.
Even if you were to drive your Levante conservatively Maserati says you can expect it to use at best 11.6L/100km over a combination of urban and open roads, the Levante S is a bit thirstier at an official 11.8L/100km.
In reality you can expect the twin-turbo petrol V6 to want more – just open road driving was seeing the trip computer report 12.3L/100km, You can bet that’ll go up in the city and climb higher if you like to keep raising the Levante's beautiful voice.
At 5.0m long, 2.0m wide and nearly 1.8m tall the XC90 R-Design T6 is big, but in comparison to other large SUVs it's one of the easiest to drive.
The images in this review were taken at the top of an eight-storey carpark: it's a good place to take photos of my review cars and at the same time test pilot them through probably the worst-designed car park you'll encounter.
Narrow ramps and tight turns are not really ideal conditions for a large SUV but the great visibility through the XC90's big windows, the excellent field of vision offered by the wing mirrors, the light steering and smooth throttle response made climbing to the summit pretty simple.
The flat, broad bonnet helps with being able to see exactly how much room you have between the concrete pylon and an insurance claim, too. Other large SUVs with curvaceous lines and noses that dip away from sight will have you sitting up like a meerkat trying to see how much room you have.
A four-cylinder petrol engine may seem small for such a large SUV but the T6 is outstanding – it's efficient and impressively powerful. Not once did I feel like it was lacking in grunt, but there were many times I wished the exhaust note sounded beefier.
Our car had the optional air suspension which for the most part turned out a composed and comfortable ride, although being fitted with fairly low profile tyres on large wheels (Continental ContiSport Contact5 275/45 R20) meant when the road surface turned bad the ride suffered.
And these aren't even the largest wheels. The R-Design T6 comes with no-cost option 22-inch wheels – they look good, but you'd be wise to try them before you buy.
The touchscreen will take some getting used to – I kept discovering more hidden 'pages' and functions the more I swiped around it.
A serenely quiet cabin, comfortable seats with uber-stylish surrounds, a commanding driving position and not being in just another German SUV made the experience even more special.
When I reviewed the Levante S at its launch in 2017 I enjoyed its good handling and comfortable ride. But impressed as I was with performance from the engine I felt the car could be quicker.
So how then would a less powerful version of the same car feel? Not much different, actually. The base grade Levante is only 0.8s slower to 100km/h than the S at six seconds. The air suspension is the same as the S’s and returns a comfortable and compliant ride, and handling with the dampers in the firm setting is impressive for a two tonne, five-metre long vehicle.
Front brakes in the Levante base grade car are smaller (345 x 32mm) than in the S (380 x 34mm) and the tyres aren’t staggered either with 265/50 R19 all around.
The variable-ratio, electrically-assisted power steering is well weighted, but too quick. I found the car turned in too far, too quickly, with regular mid-corner corrections a tiresome necessity.
To me there’s no point going for the S based on the assumption that it’s going to be a much higher performing car. The Levante and Levante S and are both mild in their power delivery and have better dynamics than an average large SUV.
If you are after a true high-performance Maserati SUV then you might be best off waiting for the Levante GTS coming in 2020 with a 404kW V8.
The base grade Levante V6 sounds just as beautiful as the S’s, but there's one place where it isn’t very pleasant. The back seat.
At the launch of the Levante S in 2017 I didn’t have the chance to ride in the rear seats. This time around I let my co-driver steer for half-an-hour while I sat in the left rear position.
For starters it’s louder back there – the exhaust note is almost too loud to be pleasant. Plus, the seats aren’t supportive or comfortable.
There’s also a slightly claustrophobic, cave-like feeling in the second row, largely due to the roof's accentuated slope towards the rear. This, to me, rules it out almost completely as something to ferry guests around in comfort.
If this was Family Feud and the question was: 'Name a type of car that's safe? I'd bet the answer would be 'Volvo' every time. I'd also wonder if Volvo had paid for the question to be asked on the show.
Anyway, the reputation is justified and the brand continues to pioneer life-saving technology and equip its cars with the latest safety gear.
What's just as noble is how Volvo applies the full range of safety systems to all grades of XC90 – so even the base grade Momentum T6 comes with the same safety features as the R-Design T6.
This includes AEB which Volvo says is active from four km/h and can brake effectively to avoid a collision with a pedestrian at up to 45km/h. At speeds higher than 45km/h but below 70km/h the collision is mitigated.
According to Volvo the system will also detect cyclists and if one swerves into the path of the car, the XC 90 can reduced its speed by up to 50km/h. As for other cars, the XC90 can brake to avoid a collision if the speed difference between the cars is less than 30km/h.
The XC90 is also equipped with adaptive cruise control with stop and go function, lane keeping assistance, blind spot warning, rear cross traffic alert with AEB that works while reversing.
A run-off mitigation feature also brakes and uses evasive steering to pull the car back into its lane if the vehicle accidentally starts to veer off the road.
The XC90 is fitted with front airbags, side airbags, driver knee airbag, plus second and third row inflatable curtains.
For child and baby seats you'll find two ISOFIX mounts and three top tether points across the second row – there aren't any in the third row.
The XC90 R-Design T6 has a space saver spare located under the boot floor.
Chinese company Geely own Volvo, but the XC90s that are sold in Australia are made in Sweden.
The Levante is yet to be tested by ANCAP. That said, the Levante has six airbags and is equipped with advanced safety equipment such as AEB, lane keeping assistance and lane departure warning, blind spot warning with steering assistance, traffic sign recognition and adaptive cruise control.
A puncture repair kit is under the boot floor.
The XC90 is covered by Volvo's three-year/unlimited kilometre warranty. Servicing is recommended every 15,000km or 12months – whichever comes first.
There are two service programs offered for the XC90. There's the 'SmartCare' plan which costs $2225 for three years/45,000km; $3500 for four years/60,000km and $4230 for five years/75,000km. Then there's the 'SmartCare Plus' plan which costs $3050 for three years/45,000km; $5350 for four years/60,000km and $6540 for five years/75,000km.
It would be good to see Volvo offer capped price servicing, which doesn't need to be purchased as an additional piece of coverage.
The Levante is covered by Maserati’s three year/unlimited kilometre warranty. Servicing is recommended at two year or 20,000km intervals. More brands are moving to longer warranties and it would be good to see Maserati offer its buyers longer coverage.