There’s an alarming sameness factor to much of the 2020s auto business, especially as so many carmakers blindly went full-(electric)-throttle into the EV field, producing a batch of eerily similar looking and often quite dreadful automobiles.

But Volvo has always been an outlier, with a taste for curious shapes and presentations that goes back almost 100 years. Our local experiences began with the arrival of the first PV 444 in the United States in 1955, and have included Volvo models that never tried to fit in with stylistic or technological conventions.

Fast forward to 2024 and we get to see an even-more modernized rendition of one of Volvo’s traditions, the wagon. Volvo limits its U.S. offerings to three wagons, including a standard, plug-in hybrid model of the smaller V60, and pumped-up and more rugged Cross Country renditions of both the V60 and the full-sized V90.

The latter, which is the sole V90 variant for the American market, accomplishes a wide range of things: good looks, a roomy and family-friendly interior, engaged handling and capacity that rivals an ungainly SUV, with a starting price of $59,800. It features 69 cubic feet of cargo space, can tow 3,500 pounds and still has 7.9 inches of ground clearance, or maybe even more on its big (and optional) 21-inch wheels.

I last drove a V90 Cross Country in the thick of the pandemic and was wowed by its mix of on-road acumen and some terrific versatility on not-so-smooth gravel roads between Cuchara and Walsenberg, on the edge of the Sangre de Cristo Range in Southern Colorado.

The 2024 model I drove, the all-wheel-drive B6 Ultimate edition, now features a partially-electrified engine and drivetrain – a company-wide standard for Volvo. In this case, the E-Charge system is a 48-volt mild hybrid system with regenerative brakes and an 11-horsepower starter-generator. That contributes to the 2.0-liter turbo four-cylinder’s output and efficiency, with 295 total horsepower and a pleasant 310 pound-feet of torque.

The higher-end 2024 Ultimate model, which starts at $66,795, was $73,380 as I drove it, complete with a $3,200 Bowers & Wilkins audio system, rear air suspension and those massive wheels, as well as optional side scuff plates to help give it more all-season and mild off-road versatility.

Car and Driver magazine named the V90 Cross Country one of its Editor’s Choice winners this year, based on its design, safety and practicality. It continues to be, as I’ve often said, the wagon that the Subaru Outback wishes it was, and also seems to have inspired Mercedes-Benz to create the new, $71,250 E 450 All-Terrain Wagon. The V90 also offers an interesting alternative to the non-defunct Audi A6 Allroad and might even get future competition from BMW’s 5-series Touring wagons, if they can be convinced to bring some to the states.

My recent week with the electrified V90 was happily devoid of encounters with enraged Douglas County dentists and snow enough to stick to paved roads. I had a long drive in the Arvada-Nederland-Gilpin County-Golden series of canyons, and timed it right so the vehicle’s more summer-oriented, low-noise 21-inch tires had just the right amount of grip.

A fascinating side effect of the self-contained, electrified system, especially after a long downhill cruise on Golden Gate Canyon, was that the vehicle’s projected range had topped out at 880 miles. That, of course, wasn’t quite the case, but the hybrid blend here seems more than capable of exceeding its 29-mpg highway rating, but not requiring a recharge to survive. 

The V90’s major accomplishment is mixing its fulsome size – 195 inches – with handling that’s still sporty and fun. If you’d like to do some manual shifting with the eight-speed automatic, the genuine Orrefors crystal shift knob can do so, with subtle taps, as there are no wheel paddles.

Volvo’s emphasis on safety means some of the largest side mirrors around, though they’re so large that they do cause some visibility issues of their own. Happily, the abundant, wagon-styled rear glass is an added bonus.

The V90’s ultra-supportive, massaging seats may have been a bit much on a shorter drive but I’m sure they help on an extensive road trip.

The cabin details are also delightfully simple, with almost no buttons. The integration of Google into the navigation system also seems to have been improved, with Google Assistant and Play accessible, plus an air quality monitor and 360-degree parking monitor. 

Andy Stonehouse’s column Mountain Wheels publishes Saturdays in the Summit Daily News. Stonehouse has worked as an editor and writer in Colorado since 1998, focusing on automotive coverage since 2004. He lives in Golden.