Fast Facts – 2026 Volvo XC90 T8 PHEV
⚡ Powertrain: 2.0L turbo engine + 145-hp electric motor (455 hp total)
🔋 Battery: 18.8-kWh pack, 32–40 miles EV range (real-world tested)
🛣 Fuel Economy: 27 mpg combined (EPA), 58 MPGe hybrid mode
💰 Price: Starts at $77,495; as tested $89,695 (Ultra trim)
🏆 Notable Tech: 11.2" Android Automotive touchscreen, Google built-in, Orrefors crystal shifter
🛋 Comfort: Class-leading seats, three-row layout, Bowers & Wilkins audio option
Swedish Luxury Meets Electric Efficiency
I just spent a week driving a car that wasn’t supposed to exist. Back when we were first hearing reports of a mysterious new respiratory virus popping up in China, Volvo had grand plans to sell only electric vehicles by 2030. At a 2021 tech event, Volvo CTO Henrik Green stated the company aimed to sell 600,000 EVs in 2025, accounting for half of its sales.
Things haven’t quite played out according to plan. Volvo only sold about 175,000 EVs in 2024. The brand’s flagship XC90 three-row SUV was supposed to be replaced by the electric EX90, but development delays and teething problems meant the XC90 needed to stick around a bit longer. So midway through the 2025 model year, Volvo rolled out a refreshed XC90, and I got to test the plug-in hybrid variant.
Subtle But Smart Changes
The XC90 is Volvo’s bestselling model in the U.S. market, just edging out the midsize XC60. When the second-generation debuted in 2015, it introduced a new design language that has since spread to all Volvos, including the signature “Thor’s Hammer” daytime running lamps. This year's refresh gives the front lights a more hollow look, but the hammer's still there.
The only other notable exterior change for the latest refresh is the grille. The diagonal slash with Volvo's iron mark logo remains, but the horizontal bars from the past decade have been replaced: black bars now run parallel to the slash to the right and in the opposite direction on the left.
Aside from some fresh wheel designs, the rest of the sheetmetal is unchanged, and there's nothing wrong with that. Volvos have rarely been styling trendsetters, but that also means they rarely look dated. It’s a clean, uncluttered look with lots of glass, which means decent outward visibility.
The same 310-horsepower engine with an eight-speed automatic transmission from the mild-hybrid variant also powers the T8 PHEV, but the battery was upgraded to 18.8 kilowatt-hours, and the electric motor was bumped to 145 horsepower. The engine only drives the front wheels while the motor drives the rears.
Classic Swedish Style
Inside, the XC90 remains largely the same as it was a decade ago, and that's just fine. It’s always been a classically Swedish environment with clean lines and elegant materials.
One feature that distinguishes the PHEV from gas-fueled XC90s is the gear selector. Rather than a more traditional lever, the PHEV gets a clear crystal selector from Orrefors Glassworks in southern Sweden. It’s a distinct touch that feels good in the hand.
I’m also a big fan of the blonde open-pore wood trim across the dashboard and doors, especially contrasted to the darker grey leather and fabric covering most of the interior and the metal speaker grilles.
The most noteworthy update is the infotainment touchscreen. Previously, a 9.0-inch, portrait-style display was embedded in the dashboard, but the infotainment screen now sits in front of the dash in order to accommodate a larger 11.2-inch display. It’s not as well integrated but is not so large that it looks to be out of place or as an afterthought.
Like other recent Volvos, the XC90 uses an Android Automotive infotainment system with Google services, including Maps, Assistant, and the Play Store. The system works well, and the refreshed model has a more powerful processor that eliminates the lag the old system sometimes experienced. It also supports wireless Apple CarPlay and Android Auto if you prefer the phone-based interface.
Seats That Get It Right
Volvos have long been renowned for their seats, and the XC90 doesn’t disappoint. Volvo seats have relatively few adjustments, yet they almost always provide just the right support, including the adjustable thigh bolsters for those with longer legs.
Another feature that has remained unique to Volvo is the integrated booster cushion. The Swedish brand has always been a safety pioneer — they invented the three-point seat belt and developed many early child safety seats. In 1990, Volvo introduced the first integrated booster seat and continues to include it in the XC90 today. The cushion of the center position in the second row is split, and the forward half pulls up and slides back over the rear portion, allowing a child too big for an infant seat to be properly positioned for the seatbelt to provide protection.
The XC90 isn’t as massive as an Escalade, so the third-row seat probably isn’t somewhere an adult would want to stay for a long road trip. However, my 5-foot-10-inch frame fit back there, and a trip across town wouldn’t be problematic. There’s decent cargo space even behind the third row for several roller bags or a bunch of kid paraphernalia.
With the second and third rows folded, I could haul a new backyard shed from the hardware store. The 300-pound box for a 6-foot-5 shed measured 40 inches, 18 inches tall, and 76 inches long and fit all the way in with the tailgate closed — no bungee cords required.
Unplugged and On the Road
The XC90 PHEV doesn’t have DC fast-charging support, but a 9.6-kWh Level 2 charger will completely replenish the battery in about two hours, or about 10 hours on a standard 120-volt home outlet.
A twist of the start/stop knob on the center console powers up the XC90, and five drive modes are available in the touchscreen settings: Hybrid, Power, Pure, Off-Road, and AWD. I plugged in the XC90 whenever I got home and generally set the drive mode to Pure, the EV mode.
The official EPA-estimated rating of the XC90 PHEV is 32 miles of all-electric range and 27 mpg combined. On my standard test loop, a mix of urban, suburban, rural and highway driving, I went just over 40 miles in Pure mode before the engine finally fired up. That included about nine miles at highway speeds. For a mostly highway commute, you’ll probably get closer to 27 to 28 miles, but the best solution for that case is to use hybrid mode and save the electric power for getting around town. A friend with a relatively short commute who runs young kids to various activities bought an XC90 PHEV last year and went about four months before adding fuel to the tank.
Despite a curb weight of about 5,000 pounds, the instant torque of the electric motor actually provides reasonable performance for around-town driving. It’s responsive enough off the line, and even merging onto the highway is more than adequate.
While the XC90 isn’t going to win drag races in Pure mode, it offers very respectable performance as a hybrid, going from 0-60 mph in about 5 seconds. Keep in mind: it's not a sports car, but it handles things quite respectably. The 275/40R21 tires and wheels don’t have enormous sidewalls, but the overall ride quality on southeast Michigan roads won't rattle your teeth or compress your spine, especially with those aforementioned lovely Volvo seats.
Competitive Among Three-Row SUVs
The PHEV MSRP starts at $77,495 for the Core trim with a panoramic sunroof over the first two rows of seats and wireless phone charging. The Plus trim adds surround cameras, park assist, and the 21-inch wheel and tire package. The Ultra I drove adds a Harmon Kardon premium sound system, ventilated front seats, and a head-up display. My test car also had the $3,200 Bowers and Wilkins audio and $1,800 active air suspension for a total MSRP of $89,695 delivered.
That’s by no means inexpensive, but when comparing it to premium European competitors like the BMW X7 or Mercedes-Benz GLS, it’s actually a pretty decent value, especially considering how much money you can save on gas when it’s plugged in daily.
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