A Selection Of The Best Dashboard Cameras Available: August 2019

A year on from its launch and Volvo’s widely acclaimed big new SUV is still turning heads and still winning awards. The previous version of the XC90 had a strong following thanks to its durability, space, safety and comfort and it remained a big seller in its final year. The all-new car isn’t just a step up, it’s a game-changer. The XC90 has to be good because it’s up against the new Jaguar F-Pace, Audi Q7, Range Rover Sport and Land Rover Discovery Sport, plus the BMW X5 and Mercedes-Benz GLE. First impressions count and the XC90 is mightily imposing with a highly distinctive front end featuring Volvo’s bold new signature grille and those dramatic “Thor’s hammer” LED headlights. While its clean side profile also sets it apart, its rear isn’t a million miles away from the old XC90. It’s just as good inside - innovative too. There’s an enormous sense of space and light up front, combined with a commanding driving position. The dashboard is refreshingly minimalist.

Most of the car’s functions are controlled via the impressive 9-inch portrait-orientated tablet, or touchscreen infotainment system, dominating the centre console, which is responsive and intuitive. Thankfully this means that Volvo’s irritating sat nav, complete with daisy wheel letter/number selection, has now been sent to car hell. The XC90 is well equipped. Standard equipment across the range includes sat nav, cruise control, rain sensors, LEDs, climate control and leather interior trim. However, the enormous options list is worth scanning too because it includes some gems too, but go easy. The quality of the materials, the build quality and the shades of colour used give the cabin a premium feel with a Scandi twist. I tested the entry level XC90. Priced from £46,850, my D5 AWD Momentum came in Osmium Grey with Blond Leather no less. Optional extras including the 12.3-inch digital driver’s dashboard, heated front seats, adaptive cruise control and even heated washer nozzles pushed it over the £50,000-mark.

Under the bonnet is a powerful 2.0-litre 222bhp four-cylinder diesel engine which is capable of 0-60mph in 7.8 seconds, a top speed of 137mph and 149g/km of CO2 emissions. Volvo claims it’s capable of 49.6mpg, though realistically I think you’re looking at closer to 35-40mpg in everyday driving. A little noisy under initial acceleration, the XC90 soon settles down into a relaxed, refined cruiser. The eight-speed automatic gearbox is slick, the steering relaxed and well judged, while the ride is smooth and the all-wheel-drive grip superb. There’s no getting away from the fact that it is a big, relatively tall car, so if it’s pushed on challenging country roads, there’s a fair amount of body lean, though it is well controlled. Like all UK spec XC90s, my car was a seven-seater. Unfolding seats 6-7 is easy, though best left to children and ‘compact’ adults. Otherwise it’s very spacious in seats 3-5 on the second row (they slide, recline and fold flat individually), while the luggage capacity ranges from 451 litres to 1,951 litres, depending on how many seats are folded down.

For 2018, the front fascia has been smoothed out and features new LED headlights. Like the Porsche 911, its design language has evolved over time, but the Range Rover still can be instantly recognized around the globe. Its squared body, rounded corners and upright traditional SUV stance have a timeless air. It’s far from flashy, but it has understated presence and class few vehicles can match. Inside the Range Rover is where most of the upgrades took place for 2018. Fire it up inside a dark parking garage, and the glow of 32 inches of digital displays can be overwhelming. The 12-inch digital gauge cluster was familiar enough. It does have odd touch-sensitive and clickable steering wheel buttons to control it but they’re not hard to figure out. For true confusion, just look down at the twin 10-inch touchscreens mounted on the center of the dashboard. They control nearly every function in the Range Rover, and can be very confusing to navigate quickly without any previous exposure.

It took about a day to become familiar with the setup, but making changes on the fly while driving down a highway never became easier. The Td6 badge means a turbodiesel 3.0-liter inline-6 with 254 horsepower and 443 pound-feet of torque sits under hood; it sends power to all four wheels via an 8-speed automatic transmission. Push the start button and the turbodiesel clatters to life with far more noise, and less bark, than one expects from a Range Rover. It’s like a silky-smooth pickup truck for the well-heeled individual without the associated vibrations in the steering wheel. Mat the accelerator and the turbodiesel forgets any notion of turbo lag. It just grinds out a wave of low-end torque, one that feels pretty close to the Range Rover plug-in edition. Range Rover states 0 to 60 mph happens in 7.5 seconds, and that seemed about right. The thin-rimmed steering wheel points the Range Rover whichever way I want with slightly less weight than I would like, but it’s accurate and tracks down the highway well. On the highway the Range Rover’s active lane control wasn’t as accurate or as active as Volvo’s ProPilot Assist, and doesn’t even come close to Tesla’s AutoPilot or Cadillac’s Super Cruise systems. The Range Rover’s sensors read the markings accurately, but didn’t provide any correction or steering input until the luxury barge started to veer out of the current lane. 108,040, my tester was far from cheap and the competition at that price is fierce. 325,000 base Cullinan price tag. But nothing—and I mean nothing—carries the understated presence that the Range Rover does. For 2018, the Range Rover raises the bar for luxury SUVs with a healthy dose of modern, if not a bit overwhelming, technology.