2003 Volvo XC90

When Volvo unveiled its first real sport utility, the XC90, at the North American International Auto Show a year ago, their execs were enthusiastic but anxious. Although this handsome mid-sized SUV was carefully endowed to compete in the heady company of BMW’s X5, Lexus RX300, Acura’s MDX, Mercedes ML320 and so on, Volvo wasn’t sure if its distinction – extraordinary safety – would get the attention it deserved.

In the year between that debut and the XC90’s appearance in showrooms, an interesting thing happened. The outcry over SUVs being sinful gas-guzzlers also exposed many of these behemoths’ soft underbellies. They’re not nearly the rolling suits of armor many presumed, so the very reason most people cite for buying an SUV – safety -- turns out to be folly.

Unless, of course, you buy a Volvo XC90.

The Good News
As I was saying, Volvo takes its long-standing reputation as a leader in safety engineering and elevates it a notch with this XC90. Knowing that rollover is a big concern with sport utilities, they set out to make such a crash both unlikely and survivable.

The first relies on a new system called RSC, short for Roll Stability Control. Other vehicles take a stab at this, mostly using lateral sensors. Volvo’s RSC takes this to the next level. Without getting technical, the system senses exactly how much lean is going on at any given moment and decides what to do. If pending rollover is detected, it cuts back engine power and applies brakes intelligently to try and right the ship.

If rollover is unpreventable, RSC deploys curtain airbags on both sides covering all three rows of seats before impact ever occurs. The bags remain inflated long enough for the XC90 to roll four times. An especially strong steel reinforces the cabin, absorbing extreme impact to the extent that passengers heads should remain intact.

The XC90’s third row seat is cleverly positioned forward of the crumple zone, and the way this SUV meets up with a car in crash is designed to minimize damage to the car and its occupants. Its deliberately low center of gravity also works to keep the XC90 squarely on its feet.

Of course, I haven’t experienced these safety measures firsthand. I love you people, but not that much. I’m taking Volvo’s word on this, corroborated by a demonstration conducted for the press. It used crash test dummies instead of reporters, which I know disappoints many of you.

I have spotlighted safety here because I applaud Volvo’s dedication. But don’t think there aren’t many other reasons to love this XC90.

First of all, Volvo has fashioned a great-looking sport utility that incorporates all the trademark visual cues without forcing it. It’s neatly packaged with a touch of elegance befitting its aspirations.

Although the XC90 is a brand new vehicle (not a rebadged wagon as in the V70 XC), it does borrow inspiration and parts from Volvo’s stable. It shares platform and powertrains with the S80, but makes significant changes to both to handle increased weight and other considerations.

The XC90 comes with either the in-line five or six-cylinder, turbocharged engine. Mine had the latter (twin turbos), now a 2.9-liter affair producing 272 horses and 280 lb-ft torque. A four-speed automatic with manual mode delivers this power smoothly. The impression is more luxury than sport, but as responsive as we’ve come to expect of this class.

The all-wheel-drive setup furthers these upscale airs, remaining as invisible as possible. The XC90 comes as front-wheel drive only or with an electronic system that channels 95 percent of the power to the front wheels under normal driving conditions, but can shift that power up to 95 percent rearward. Traction control also kicks in to compensate for wheel slippage, and AWD shuts down in slow maneuvers like parking, so there’s no grabby feeling.

Inside is comfortable seating for five or seven passengers with both rear seats and the front passenger folding relatively flat for 85-plus cubic feet of cargo. The AWD T6 I tested comes standard with moonroof, leather seats, 6 CD changer in-dash and many other goodies expected in this class, but often listed as options. It’s suitably fancy.

The Bad News
At this price, I expect heated seats.

Gas mileage
EPA rated at 15 mpg city/20 highway. Not bad as SUVs go, but not conservative enough to pacify the critics.

Price
Manufacturer’s base, $39,975;
Price as tested, $44,460

Is it worth it?
If all of you who said you bought sport utilities because of safety meant it, then I’d say the XC90 is well worth its pricey tag. In fact, the plant might consider adding another shift, the demand should be so high.

It’s a lovely, fun-to-drive, luxurious vehicle with an extra helping of safety and sensibility. Let’s hope the concept catches on.

Beth Stein is a life-long car buff and free-lance journalist living in Nashville. She has reviewed new vehicles in print for 12 years as a weekly columnist for Nashville's daily newspapers and on television for Road Test Magazine and Motor Trend Television. Currently, her reviews appear nationally on Car And Driver Television.