The core of this update is a complete redesign of the Volvo Car UX, which is built on the Android Automotive operating system. Volvo’s primary objective with the new layout is a reduction in “tap fatigue.”

Real-world research conducted by the automaker suggested that drivers were spending too much time menu-diving for basic functions, so the new interface promotes high-use apps like maps, media, and phone controls directly to the home screen.

In practice, this means a driver following Google Maps navigation no longer needs to exit the map view to adjust a music playlist or answer a call. These functions now live in a persistent space, allowing for a more seamless multitasking experience that mirrors modern smartphone interactions rather than traditional, clunky automotive infotainment.

A significant addition to the interface is a new “contextual bar.” This dynamic menu changes its shortcuts based on the vehicle’s current state. For instance, if the car is moving at low speeds, a camera icon will automatically appear on the bar to assist with parking or tight maneuvers.

For owners of Volvo’s plug-in hybrid (PHEV) models, the update adds a dedicated “Drive Modes” shortcut to the home screen. This allows drivers to toggle the “Pure” electric-only mode with a single tap. Previously, switching power sources often required navigating through several settings layers, and this change is designed to encourage PHEV owners to utilize their electric range more effectively during short commutes.

Perhaps the most forward-looking aspect of this update is the preparation for Google Gemini. Volvo has confirmed that this software refresh lays the groundwork for a conversational AI experience powered by Gemini, which is scheduled to arrive on these same eligible vehicles later this year, around September/October. This move suggests that Volvo is leaning into the idea that a car’s cabin should function as an evolving smart space rather than a static piece of hardware.

Furthermore, Volvo is using this OTA event to test a new digital revenue stream. Customers whose vehicles were not originally equipped with the “Pilot Assist” driver assistance feature will now have the option to purchase and download the software directly to their cars, provided they have the necessary integrated hardware.

The update is free of charge and applies to all Volvo models equipped with Google built-in.

Global Impact, Local Focus

The Volvo For Life Fund will target social and environmental initiatives across three key areas: empowering people, restoring the planet, and providing protection during natural disasters. Felipe Yagi, Marketing and Communications Manager for Volvo Car South Africa, has indicated that specific details and initiatives for South Africa are currently under development and will be announced soon.

Guided by local partnerships and expertise, the fund will tailor its programs to address the specific challenges faced by communities where Volvo operates. This ensures that the initiatives have a lasting and positive impact.

Building on a Legacy of Safety

Volvo Cars has a long history of prioritizing safety. Their invention of the three-point safety belt, later shared freely with the world, is estimated to have saved a million lives. The Volvo For Life Fund embodies this same commitment to safety and well-being, aiming to improve another million lives through targeted initiatives.

The fund acknowledges its initial scale and prioritizes continuous learning and development. Every action, big or small, is valued in its contribution to positive change. The impact will be measured through partnerships and program-specific targets aligned with the United Nations Sustainable Development Goals.

As Jim Rowan, CEO of Volvo Cars, states, “Our goal is clear: to create scalable, long-term impact, just like we did when we shared the three-point safety belt for all to use. We know we can make real change – every action counts, big or small, as it brings us closer to a safer world.”

StoreDot is working on a pioneering technology that, according to the company, should result in batteries that can charge to 160km of pure electric range in just five minutes! The investment gives Volvo Cars the opportunity to collaborate closely with StoreDot on exciting new battery technology, as it aims to become a pure electric car company by 2030.

According to the release, the collaboration further aims to accelerate the time to market for its technology and it targets mass production by 2024. Volvo Cars is the first premium car maker to invest in StoreDot.

The collaboration between both companies will mainly take place within the battery technology joint venture that Volvo Cars established last year with Northvolt, the Swedish leading battery maker. Through its investment in StoreDot, Volvo Cars has secured access to any resulting technology from the collaboration.

How does it work?

StoreDot’s pioneering battery development is centered around a unique silicon-dominant anode technology and related software integration. It aims to develop extreme-fast charging battery technology, which closely aligns with Volvo Cars’ ambition to develop electric cars with a longer range, quicker charging and lower costs.

As part of the approximately 30 billion SEK investment in the joint venture, both companies are establishing a joint R&D centre and a battery manufacturing plant in the Gothenburg area in Sweden. Together, the facilities will create over 3,000 new jobs and pave the way for Volvo Cars’ electrification strategy.

It’s a genuine Volvo to the core, and that includes styling that doesn’t stray too far from the petrol and diesel XC40 at first glance. Apart from its blanked-out front grille, model-specific Recharge badging, and the lack of conventional tailpipes, Volvo’s first all-electric SUV has the same handsome proportions and as we’ve already come to appreciate. Other EVs may be more eye-catching, but I suspect the XC40 Recharge will age more gracefully than they do.

Inside, it’s a similar story with the same dashboard layout and switchgear as the regular XC40. The most noticeable difference is the absence of a traditional tachometer in the instrument cluster. In its place is a new power-flow meter befitting of an electric car.

The XC40 Recharge uses a dual-motor system. It has a single electric motor at the front, and then another at the rear axle, to deliver all-wheel traction. Each electric motor can pump out 150 kW, for a total of 300 kW of power at your disposal.

I spent most of my seat-time in Hyde Park and Rosebank, where I quickly came to appreciate the e-SUV’s zippiness. There’s a sense of potency, yes – you do have upwards of 300 kW of power on tap in a compact footprint, after all – but power is delivered in a calm and urban-like relaxed manner.

It’s not so much about brutal straight-line speed, though if you’re racing against someone at a robot then the 4.7 seconds that the XC40 Recharge takes to go from 0-100 km/h certainly means the SUV holds its own. For me, though, what stood out was how confidently it negotiated the busy Sandton traffic (or lack thereof; thanks WFH), zipping from gap to gap while always feeling steady and planted. It’s hard not to fall for the instant acceleration from 660 Nm of torque; in theory, given enough road, you should reach the electronically limited top speed relatively quickly.

Also impressive are the traction and grip from its all-wheel drivetrain. I never felt my test vehicle skipping a beat as I purposely enter corners at higher speeds than necessary. There’s a sense of athleticism and agility from its steering that entices you to play a little naughty.

Still, as much as I like how well the Recharge handles the road, the suspension favours comfort rather than skewing too far over to sporty. Curb weight has gained around a half-ton more compared to a petrol-powered XC40 T5 AWD, but the setup does a decent job of hiding the fact that you’re throwing all that weight around.

Helping is Volvo’s standard 75 kWh lithium-ion battery pack, which is sandwiched neatly under the cabin floor. With Volvo’s world-renowned penchant for safety, the heavy batteries are encased in a protective aluminum cage; unfortunately, the side-effect is that it significantly reduces the XC490’s ground clearance. The drop from 8.3 inches in a petrol-only version, to 6.9 inches in the EV, may not be important if you’re a city dweller, but it’s something to think about if you’re planning to go off-roading in your XC40 Recharge.

That’s not the only reinforcement, mind you. The XC40 Recharge also gets a new, fortified underbody structure in the front, housing the power electronics. It leaves just enough space to spare for a small “frunk” under the bonnet, although the space there is really just enough for a small backpack and the provided charging cable.

As a compact family car, the XC40 Recharge is practical to a fault. Besides the front boot, it offers a lot of cargo room in the back, roomy enough for multiple carry-on suitcases. It also has split-folding rear seats – drop them, and you get even bigger cargo space – and a wide rear bench to accommodate three full-size adults side-by-side. You’ll still get better headroom and knee room in an Audi e-tron SUV, however.

Headroom is better in the front, and you won’t be clashing elbows with the front passenger, either. As expected from a Volvo, the interior has its fair share of Swedish idiosyncrasies. The door pockets are lined with carpet and are big enough to hold a laptop or 1l bottles of Coke, while there’s an innovative pop-up garbage bin between the front seats.

Volvo’s choice of materials is cohesive and sturdy, but if you’re looking for plush and luxuriousness, this might not be the right car for you. Instead, the cabin blends a mixture of soft-touch plastics, leather, and subtle metal inlays.

I’m a big fan of the embedded Android Automotive OS powering the standard 9-inch tablet-style infotainment screen. The user interface is crisp and easy to decipher, and being a part-time Android phone user, I far prefer Google’s navigation over what any other automaker installs. I didn’t get to try whether Android Auto and Apple CarPlay are yet available.

After repeatedly getting a taste of the Volvo XC40 Recharge’s on-demand acceleration, it doesn’t take long to figure out where this EV shines the most. Driven casually around the city, it’s as relaxing as spending a quiet afternoon in a Swedish spa. There’s more of that characteristic motor whine than in Audi’s creepily silent e-tron SUV, but not so much as to affect your aura.

It cruises like a boss, too, with Volvo’s Pilot Assist handling stop-and-go traffic like a pro. Regenerative braking is available for one-pedal driving, but I found I preferred to switch it off and let the brake system decide the mix of friction and regenerative braking.

Drive it serenely, and you’re looking at an 380km of driving range. That’s more than enough for most drivers’ needs, though it doesn’t really stand out amid the e-SUV pack. When the juice runs out, the XC40 Recharge supports DC fast-charging up to 150 kW, which recharges the batteries from empty to 80-percent in 40 minutes tops. On the other hand, using the standard 11-kW onboard charger at a Level 2 charger means you’ll be waiting for around 7.5 hours.

By EV measures, Volvo’s first attempt at an all-electric SUV is worthy of admiration, but I see one major problem here. First, it costs R550 000 way more than the XC40 with a petrol engine, with an MSRP base price starting at R1 200 000. With that price, the XC40 Recharge aims at the heart of a premium market niche, competing with the Audi e-tron Sportback, and the Jaguar I-Pace.

Of course, there’s no one-size-fits-all solution to the burgeoning EV market. The Volvo XC40 Recharge is more than a decent attempt, and a bold signifier of Volvo’s intent towards electrification.

This new model joins the Volvo XC40 Recharge, the automaker’s all-electric compact crossover. Where that model was a version of a model offered with internal-combustion drivetrains, however, the C40 Recharge will only be offered in battery-electric form.

Compared to the XC40 Recharge, it has a lower profile and a sleeker, coupe like roofline that tapers at the rear with distinctive segmented taillamps. At the front, there are Pixel Technology headlamps. For specifics, there’ll be all-wheel drive using twin motors; one at the front, one at the rear.

That will offer an anticipated range of around 420 km. Volvo expects it to do 0-100 km/h in 4.7 seconds.

As for the battery, there Volvo will be using a 78 kWh pack that supports 150 DC fast charging: figure on 80-percent of a charge in around 40 minutes. Still, according to Volvo Chief Technology Officer Henrik Green, the range that the C40 Recharge leaves the factory with won’t be the range it always offers.

That’s because Volvo expects to push out improvements – both the how far the battery will take you, and for other car features – using the OTA (over-the-air) system. The C40 Recharge will run Android Automotive OS, and have unlimited data for accessing things like Google Maps, the Google Assistant, and apps from the Google Play store. It’ll be part of a familiar cabin design that’s also 100-percent leather free

It comes hot on the heels of Volvo’s big electrification announcement earlier today, a dual-pronged attempt at sustainability. By 2025, Volvo expects half of its sales to be of pure-electric models. Come 2030, all of the new cars Volvo offers will be pure-electric BEVs, and by 2040 the automaker will be fully carbon-neutral.

Volvo hasn’t given an on-sale date for the C40 Recharge yet, nor pricing, though the car will go into production later this year.

It’s based on Volvo’s Compact Modular Architecture, or CMA, a mid-sized unibody platform that the automaker co-developed with Chinese backer Geely. That already underpins the XC40 in petrol and diesel forms, and the Polestar 2, the 5-door all-electric fastback expected to go into production next year. That drivetrain flexibility is because electrification was built into the CMA from the outset.

In the case of the fully electric XC40 Recharge specifically, you’re looking at two electric motors, one for the front and one for the rear. They’re each 150 kW, for 300 kW in total while there’s 660 Nm of torque. As for charging, Volvo says that with a fast charger you should be able to go from flat to 80-percent in 40 minutes.

It’s a mixture of the familiar and the new. From the outside, the XC40 silhouette of a compact crossover is present and correct. That means the automaker’s now-distinctive Thor’s hammer headlamps, though here they flank a blanked-out grille. That body-matching panel leaves the fully electric XC40’s fascia looking unexpectedly different.

Lift the bonnet, and there’s a front trunk – or “frunk” – where the gas engine would normally be. Volvo has slung the battery pack underneath the cabin, built into the floor plan of the CMA platform. Where you’d normally refuel the gas tank, there’s now a charging socket instead.

In the cabin, the fully-electric XC40 will be the first of Volvo’s range to use a brand new Android-based infotainment system. The automaker announced a deal with Google several years back, to completely rebuild its Sensus system on top of Android Automotive OS and use Google services. That means the Google Assistant for voice control, Google Maps for navigation, and access to the Google Play Store for third-party apps.

In the fully-electric XC40, there’ll be support for over-the-air upgrades of the infotainment software and other software, a first for Volvo. It will also integrate with Volvo On Call, the smartphone app which will allow for cabin preconditioning, remote start and locking, car sharing via digital key, and remote battery monitoring and charging. There’ll also be a new version of Volvo’s Pilot Assist system.

This is, of course, only the start of Volvo’s electrification reinvention. The automaker plans to release a new electric car every year now – under this new Recharge range – while also building out its hybrid drivetrains. There’s a new co-venture for drivetrains with Geely that will take responsibility for internal combustion engines, and Volvo says that it’s working to improve the electric range of its T8 plug-in hybrids.

Local introduction, pricing and specifications are yet to be announced.

The crash saw Uber put its autonomous research on hold, but efforts resumed later in the year. This newest vehicle takes the lessons learned by that incident – along with other testing in select US cities – and rolls it into an SUV that’s said to be ready for production.

It’s based on the Volvo XC90, itself refreshed recently. Volvo and Uber inked a deal back in 2016 on driverless vehicles, with the Swedish automaker agreeing to produce a base vehicle for the firm. Although at first glance it may look like a regular XC90, in fact there are numerous differences.

Most significant is the hardware redundancy. The car has back-up systems for several of the key components, including steering, braking, and battery back-up. Should the primary brakes fail, for example, the secondary system kicks in automatically to bring the SUV to a halt.

Cameras and ultrasonic sensors have been built into the front, rear, and sides of the XC90. There’s a camera built into the Volvo badge on the front grille, for example, and further cameras underneath the side mirrors. Each gets its own water-jet washing system, so that road dirt or bugs don’t occlude the car’s systems. Together with the other sensors, it gives the car a 360-degree perspective.

That, though, isn’t enough to make it fully autonomous. For that, Uber adds its own self-driving system, which installs on the top of the SUV. It includes LIDAR, along with more cameras and other sensing technology, plus the computational processing to crunch through all that data generated.

The deal between the two firms has been an interesting one. Back when Uber’s car crashed last year, Volvo was clear that the autonomous technology involved was Uber’s own, not the automaker’s. However, Volvo will be using the base car design for its own driverless efforts, only with different software, among other changes.

“Volvo Cars plans to use a similar autonomous base vehicle concept for the introduction of its future autonomous drive cars in the early 2020s,” the company says. “These technologies, to be introduced on the next generation of Volvo models based on the SPA2 vehicle architecture, will include features designed to enable unsupervised autonomous drive in clearly designated areas such as highways and ring roads.”

If all goes to plan, Uber aims to buy tens of thousands of the cars from Volvo to build out its driverless fleet. For the moment, though, there’ll still be a “Mission Specialist” – Uber’s term for the human safety driver who sits, poised, ready to take over in the case of an emergency – behind the wheel.

It might be an odd place then to test drive a car, but no place could be more fitting for a car like the Volvo S90, the flagship four-door sedan from a company that defies convention.

Volvo seems start its new designs with the basic blueprint of a car, and then have its engineers redraft them from memory, all the while adding extra twists that exemplify the brand’s unique approach to all facets of car making.

At first glance, the S90 looks very much like an XC90, and the V40, pressed and molded into a sedan shape. That’s not exactly a stretch, considering the S90 rides on the same modular platform as its SUV big brother. But its proportions are better balanced than the model it replaces, the S80, with the front wheels tucked further forward on the chassis.

This longer “axle-to-dash ratio” subconsciously telegraphs luxury – the front wheels set further from the back ones subtly mirrors limousines. In all, the car’s got a very solid, longer and wider stance.

T-shaped front headlights that recall “Thor’s hammer” reinforce Volvo’s Norse brand identity. These flank the concave, upright waterfall chrome grille that mirrors the design found on the classic P1800 coupe.

The rear still ends in a seemingly abrupt manner that Volvo sedans do, but it’s overshadowed by distinct wraparound taillights, the shapes of which echo throughout the car’s design, repeating in things like the air vents.

Step Inside

Inside the cabin, a host of details rarely found outside the realm of top-lier luxury automakers demonstrate how Volvo approaches even small details in a different way than most. For instance, looking at the dash, you can see a single-piece metal spine flowing from wheel to door.

This isn’t a snap-on design piece, but something actually structured into the architecture. All the wood-deco panels have been cut to a specific curvature to accentuate the 3D effect it gives off. Each knurled air vent knob is cut in the multifaceted style of Swedish glass fixtures.

These details receive an unprecedented level of detail, and it barely scratches the surface. Speaking of which, the leather wrapped interior is made of some of the supplest leather you can find in a car.

A great deal of thought has gone into the technology that surrounds the occupants, from safety to entertainment. Behind the steering wheel sits a generous 12.3-inch digital display that tells drivers a lot more than the usual instrument gauges. Here, the driver can activate the S90’s big party trick: Pilot assist, the latest edition of Volvo’s semi-autonomous drive mode.

In its latest iteration, the semi-auto system helps the driver with things like braking, acceleration, and lane-keep assist. I say “help” because this is a hands-on-the-wheel situation and Volvo doesn’t beat around the bush when talking about liability: the driver is in charge.

With a combination of sensors, the S90 can travel with no inputs on the highway at up to 130km/h. In ideal conditions, it senses the lanes and keeps the car within the boundaries, adjusting the steering angle and speed when necessary. Pilot assist no longer requires a car to follow for it to work, but it doesn’t hurt if there is one. At that point, adaptive cruise control kicks in, maintaining distance as both cars cruise along.

With the car handling some of the driving on the way north out of Johannesburg, I was free to explore the Sensus Connect touchscreen, the large tablet-like interface in the center of the dash. The nine-inch screen is standard on all trim levels, and hosts pages of different functions. It works very much like any home tablet, and even has a pulldown shortcut menu to access many of the applications available.

Maps are a given, as are the various radio options, but swipe further and you’ll find several menus to access the 360-degree parking camera, the accompanying sensors, driver assists, and more. A selection of third-party apps also assist in travel, such as weather apps.

The S90 is Apple CarPlay compliant, but uniquely, CarPlay doesn’t fully dominate the interface as it does in other applications. Instead, it runs in a lower portion of the touchscreen, allowing CarPlay access, but easy reach of all the Volvo functions simultaneously.

A 19-speaker Bowers & Wilkins sound system blasts out your musical selections. I favored the “Concert Hall” setting, which reproduces the sound experience one would have at the concert hall of Gothenburg, where Volvo is headquartered.

Volvo has set a goal for itself for its cars to be so safe, that by 2020, there will be no serious injuries sustained in one of its cars. To that end, safety has received just as much attention as other aspects of the car, particularly when it comes to what the car sees in front of it. From its perch in the windshield, the rear-view mirror hosts a huge packet of cameras and sensors that scan the road ahead. A pedestrian safety system can recognize people at low speeds and brake to a full stop, and the S90 now sports the new system that now detects large animals as well. 

As much as it is a technologically sound Scandinavian sanctuary, the S90 is still a car, and although the technology overshadows this, the driving experience remains a factor. What Volvo would call “relaxed confidence” is what I’d call a car that leans more towards luxury than sport.

All S90 models house a turbocharged 2.0-liter inline four-banger beneath the hood. Thus, my D5 produces 173kW and 480Nm of torque, which is sent to all four wheels via an eight-speed automatic gearbox.

If need be, the S90 has enough grunt and poise to make a speedy highway dash without too much drama, but don’t mistake it as a sports sedan. In tighter instances, pushing the S90 hard is taking it outside its comfort zone and yields little reward.

So apart from the occasional lead-footedness, the S90 isn’t stellar, but in all other instances, it really shines. Those who may be unfamiliar to the brand find it surprisingly luxurious and comfortable, from either the front or the back seats.

I loved the XC-90 so much, I gave it an award, and reducing its essence down to a mid-size sedan to form the S90 is fine by me. Volvo’s dignified flagship is very easy on the eyes, and even easier to drive on a daily basis.

Is there a better alternative?

Not if you value luxury and technology, but maybe if you’re feeling the need for speed. 

The S90 starts at R675 200  for the base model, while our D5 AWD Inscription model is priced at R821 200. Loaded with options, it totaled at R1 018 325. This puts it against some solid competition on both sides of the pond.

Rivals include the Mercedes E-Class, which has its own bevy of tech, as well as the newly launched BMW 5 series. It’s worth mentioning that cars from these German contemporaries focus more on sporty driving dynamics, which is the one weak link in the S90 chain.

Should you buy it?

I say yes indeed. The Volvo S90 is a comfortable, luxurious package designed to make your daily driving as easy as possible. Heck, it’ll even help you do it half the time. Those unconcerned with sportiness that want a classy, stylish concert hall on wheels need look no further.

The chip company has announced a trio of deals today which see it push aggressively into the automotive space, inking a deal with Volkswagen to work on artificial intelligence, with Volvo to commercialize self-driving cars in just a few years time, and with some of the biggest existing suppliers to get its silicon into their ranges.

With Volvo, NVIDIA will be working alongside Autoliv, the automotive safety firm responsible for everything from seatbelt to radar sensors, and the Zenuity software development joint venture Volvo and Autoliv established. Together, the focus will be next-gen self-driving car technologies, which will use artificial intelligence and NVIDIA silicon like the DRIVE PX car computing platform. Eventually, Volvo plans to have vehicles on sale using the system by 2021.

It goes beyond just the one Swedish car company, mind. While Zenuity will be providing Volvo with autonomous car software, Autoliv will also be selling that software to third-party automakers and other OEMs, with Volvo getting a cut of the proceeds.

In a similar vein, NVIDIA has confirmed a strategic partnership with automotive supplier ZF and camera perception software and sensor tech specialist HELLA. The three will work on automotive AI with a specific focus on the New Car Assessment Program (NCAP)’s safety certification, pushing to get autonomous vehicles using the DRIVE PX platform deemed the safest on the road. On the one hand, ZF and HELLA will be able to build existing driver-assistance systems based on DRIVE PX, but there’ll also be the potential for expanding that to full self-driving abilities.

With Volkswagen, meanwhile, NVIDIA’s chips will expand out from under the hood. The two companies plan to collaborate on using artificial intelligence across the automotive firm’s business, including enterprise applications and powering new mobility services. It’ll be based at Volkswagen’s Data Lab, its so-called “center of excellence for AI and data analysis”, where VW engineers are exploring fields like optimizing city traffic flow, and how humans and robots can better cooperate.

This spring, NVIDIA and VW will be supporting five startups to Volkswagen’s international startup support program. Also managed by the Data Lab, it’ll see both technical and financial support for teams working on machine learning and deep learning applications focused on the automotive industry. At the same time, a “Summer of Code” camp for students of deep learning or robotics is also planned.

Overall, it’s a potentially lucrative segment for NVIDIA to play in. The automotive parts industry is dominated by a handful of key suppliers, providing everything from infotainment head-units down to HVAC systems and suspension bearings. Coupled with the push among automakers themselves to standardize on a small number of platforms so as to maximize economies of scale, and a win at one marque can mean presence in multiple models.

NVIDIA is no stranger to the whims of automotive suppliers, either. The company’s Tegra chips are already found powering infotainment and other systems in various car dashboards, including several generations of Audi’s Virtual Cockpit, which replaces analog instrumentation with fully digital dials and graphics. Back in March, it inked a deal with tier 1 supplier Bosch to work on autonomous car processors.

I really like the XC90’s style,  and once the V40 CC arrived on my driveway I immediately felll in love with what Volvo’s designers have done with it. The result is a beautiful, classic silhouette, with sweeping lines and a combination of sharper edges and light-catching surfacing.

Volvo’s attention to detail is superb, too. The grill, with its concave strakes, is inspired by the classic P1800 coupe, paired with the distinctive – and technically complex – Thor’s Hammer LED lights. Together, they make for a fascia that’s both suitably imposing for a luxury car but without some of the outright aggression others in the segment chase.

Driving in my hometown, the front of the vehicle makes onlookers curious to see who’s driving the vehicle and what make/model it is. The striking rich java metallic colour wets the appetite too, but sadly curiousity plunges with the realisation that its a Volvo hatchback and no GTi or A-class. It could be that in this side of town Volvo is still classified as a grown-up car. The car that your well respected uncle drove wearing his Sunday’s best. It felt darn good getting the stares though. 

Driving in my hometown, the front of the vehicle makes onlookers curious to see who’s driving the vehicle and what make/model it is.

If I’m honest, I’m even more of a fan of the newly introduced XC60 – which I like so much, I’ll tell you about it separately – but that requires patience since Volvo isn’t bringing it to local soil until next year.

Volvo offers two drive modes, Comfort and Dynamic, which adjust steering, transmission, and other factors. It also adjusts the feel from the optional air suspension, which replaces the standard traverse leaf-spring with rear integral link at the back of the car; either way, you get double-wishbone suspension at the front. 

With the right mix of drive preferences, there’s a whole lot to like about the v40 – both behind the wheel and as a passenger. It’s smooth and poised, and the D4’s peak torque arrives at just 2,200 rpm so overtaking was never an issue. Engine noise – massaged electronically, as is so often the case in modern cars – gets noticeably harsh as you approach the redline, but I’m pleased that you at least get the option to rev that high before you hit an upshift. The biggest problem is engine noise; this diesel model of mine was quite loud.

Unfortunately inside, the interior takes no cues from the XC90. Rather, Volvo has chosen to stick to the classic V40 interface we’ve grown to love. No bad thing since it’s one of the cleanest designs out there right now on a hatchback. For the V40, Volvo has made the whole thing more sculptural, centered around the SENSUS display in the middle of the dashboard. A long, architectural metal band runs across it, bowed to accommodate the screen, and then curving up at either end around the vents.

Still, legroom and headroom in the back are ample for a child (the shape of the seating and the narrowness of the interior make the back very tight for three adults) and Volvo’s leather is a step above most rivals in quality. The seats don’t lack in adjustment up-front, though while comfortable they do seem to prefer keeping you sitting upright, perhaps a side-effect of the various inbuilt safety features Volvo includes.

My D4 review unit came with  various active safety features both as standard and a few as optional add-ons. That includes everything from the XC90, like warnings if you’re drifting out of the lane, but also three new systems (to me).

Pedestrian Detection with auto-brake – aka the v40’s “people detector” – does just what it claims to, spotting people, a person,  a couple and anything else large and two-legged in the road before you crash into it. As well as audio and visual warnings, it’ll automatically slam on the brakes, with Volvo saying it can shed about 20km/h from your current speed.

Every V40 comes with alloy wheels, dual-zone climate control, a digital radio, steering wheel-mounted stereo controls and a Bluetooth hands-free phone connection, while upgrading from the entry-level Momentum specification to Inscription brings cruise control, satnav, leather seats and the digital instrument display.

If you want your V40 to look and feel sportier there’s the R-Design spec, which adds more aggressively styled bumpers and LED headlamps. But you won’t need this when you’re driving the Cross Country.

The 2017 V40 Cross Country D4 is no monstrous sports hatch, therefore, but it does offer something equally compelling to a lot of drivers. Comfortable, but without wallowing; relaxed, but not slow: the V40 cossets with the crisp, friendly conviviality you might expect to find in a Swedish spa. Combine that with excellent safety features and handsome design, and you have a car set to do for midsize luxury what the XC90 did for luxury SUVs before it.

Our V40 Cross Country D4 test model will set you back R555 500 (with sport pack, driver support pack and metallic paint) 

The XC90s Uber riders will encounter will be outfitted with an early version of a self-driving system developed by the company’s Advanced Technologies Center. At this stage of the game, riders won’t be getting into these autonomous cars alone, so there isn’t much to worry about in that regard. The cars will still have a driver behind the wheel, ready to take over if need be, while another person will be taking notes about the ride from the passenger seat.

Beyond getting to take a ride in a self-driving car, having one of these vehicles arrive to pick you up comes with another perk, as these rides will be offered for at no cost to the rider for the time being. It obviously won’t be that way forever, but it seems Uber doesn’t want its users to have to pay for something that still needs to go through significant testing.

Uber has arrived on the self-driving scene rather quickly, and it would appear that the company doesn’t want to rely on other companies to provide these autonomous systems. Uber envisions a future where its drivers will be replaced by self-driving cars, but when you consider the service’s more than one million drivers and the fact that its self-driving technology is still in its rudimentary stages, it becomes clear that future is still a long way off.

Volvo customers will be offered an app for their mobile devices that replaces the physical key with a digital one. The app uses Bluetooth to communicate with the car, unlock the car, and start the ignition. Volvo says that the app will give owners flexibility in how they use and share their cars. The digital key would do everything a physical key does including locking and unlocking doors, opening the trunk, and starting the car.

Volvo says that its digital key concept would make it easy for people to book a rental car and have the key delivered to their smartphone anywhere in the world. Volvo owners would also be able to share their keys with friends or family that need to borrow the car via the app. No more having to meet someone and give them keys to your car.

Volvo plans to pilot its digital keys this winter via car sharing firm Sunfleet at the Gothenburg airport in Sweden. Volvo will then equip a limited number of commercially available cars with the digital key tech in 2017. “There are obviously many permutations when it comes to how this shared key technology can be used,” added Martin Rosenqvist, New Car Director, Special Products at Volvo Cars. “We look forward to seeing how else this technology might be used in the future and we welcome any and all ideas.”  Volvo SA was unable to comment on whether this technology would reach SA soon. Physical keys will continue to be offered for people who want them.