![]() ![]() I couldn’t get a hang of the volume slider, either. On one hand, I’m indifferent to the Alcantara on the dashboard and headliner, plus CUE is one of the least intuitive infotainment systems I’ve played with – the touch-panel for the HVAC controls are a headache, often requiring more than one tap. The interior is another strong suit of the XT5’s, even though it leaves me on the fence. Whatever happened to a traditional P-R-N-D pattern for automatics? I found myself shifting into neutral when parallel parking! Recommended from Editorial It’s well matched to the eight-speed automatic, despite the shifter design being inherently finicky. The 3.6L V6 is silky smooth and when you get on the throttle, it goes like stink and sounds surprisingly good. Still, even with the Polestar tune, I do prefer the XT5’s powerplant. ![]() It also adjusts a few more characteristics, such as the transmission’s shift mapping and throttle response, and adds a fancy little blue badge on the back. That’s good enough to bump total output to a healthy 330 horsepower and 325 lb.-ft. This XC90 is fitted with the so-called Polestar Performance package. NT: I think you know the answer to that, but first, I see the forgetfulness that comes with old age is catching up to you. While I appreciate the XC90’s urge - it is quicker to 100 km/h by about a second - I know which powerplant I would choose for the long run. The XT5 goes the displacement route, with Cadillac’s proven 3.6-litre V6 motivating it. Let’s call it complicated versus simple the XC90 has a supercharged and turbocharged 2.0-litre four-cylinder under its hood, relying on a lot of boost to motivate two tons of crossover. What I find interesting is that despite similar power outputs - 320 horsepower for the Volvo, 310 hp for the Caddy - they take a vastly different approach. Looks are one thing performance is another. This advertisement has not loaded yet, but your article continues below. ![]()
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