Best Large Luxury SUV: Volvo XC90

“Dress for success” – it’s the well-worn maxim that motivates influencers, CEO wannabes, and economy-class passengers who erroneously believe the only thing holding them back from a business-class upgrade is a nicely-pressed suit and good posture.

It’s apparently also a phrase that resonates within the hallways of Mazda’s Hiroshima HQ, because the freshly-minted CX-90 flaunts sheetmetal that’s Versace instead of Tarocash, draped over a frame with handsome proportions and the confident air of an athlete – and a thrusty turbo inline-six housed within it.

The CX-90 is a bold play by Mazda, being its first longitudinally-engined large SUV and its first non-sports car to play in the $100K+ realm. But does it really deserve to stand shoulder-to-shoulder with the established members of the large luxe SUV club? The CX-90 certainly looks like it should.

Yet looks can only take you so far. Luxury is about much more than appearances – there are other targets to hit in refinement, cabin quality, technology and performance that are just as critical – and competition gets thick when you start shelling out six figures.

Is the CX-90 wheat or chaff? We’ve assembled a cross-section of luxe and near-luxe large SUV rivals for the big Mazda to square up to. Some, like the Genesis GV80, are propelled by the same sort of premium ambitions and aspirations as the CX-90.

At the other end, the BMW X5 is virtually a founding member of this particular country club.

In between are contenders like the Lexus RX, the mainstay model of a brand that successfully took on the Euro establishment 30-odd years ago (and which some might say has been resting on those laurels ever since), and the Volvo XC90 – a masterclass in elegant understatement, but whose lack of braggadocio may count against it in a market that preferences bling.

Rounding out the sextet is Volkswagen’s Touareg, which has common ground with the CX-90 given both are born of modest brands yet also possess the on-paper credentials to warrant consideration for bona-fide premium status.

Should the bouncer part the velvet rope for them?

6️⃣ Volkswagen Touareg 170TDI

There’s a certain warm, fuzzy feeling in seeing 1200km of range flash up in the instrument binnacle after a servo stop. That’s life with a 90-litre fuel tank, and a Volkswagen Touareg 170TDI.

Due for a facelift next year – before some sort of EV behemoth replaces it altogether in the coming years – the Touareg even in its current guise is still an eminently pleasing vehicle.

Under the bonnet is a 3.0-litre turbocharged diesel V6 twisting out 170kW and 500Nm – the latter from just 1750rpm. There’s an eight-speed torque converter auto and all-wheel-drive, while its $87,990 list price, before any options, doesn’t look quite so scary after a few inflationary years.

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From the outside, it’s a classy, handsome, if modest car – whose design somehow makes 19-inch wheels look like 17s – and inside, the Touareg boasts a budget Audi vibe with seemingly as much screen as there is leather.

At 15.0 inches, the centre infotainment touchscreen – part of the $8600 Innovision option package – looks as if someone’s fitted a TV to the middle of the dashboard.

The gigantic, beautifully crisp and bright, high resolution native sat-nav map view is hard not to love – less so the compressed Apple CarPlay display which, irritatingly, only fills about half the screen. It’s also wired-only.

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Netflix streaming not available on the Touaregs huge centre screen, unfortunately

While the giant display lends the otherwise ageing Touareg interior a high-tech feel, the absence of HVAC hard buttons and dials can make it feel an empty, plain place – especially at night, where the centre stack is strangely dark. Forget that only until recently VW produced some of the most terrific physical HVAC controls of any carmaker, lest you feel swindled now that they’re all in a touchscreen.

With a generous, fat vein of turbo-diesel torque just off throttle tip-in, the Touareg 170TDI is an effortless car for the everyday grind. It’s quiet, refined, and feels engineered like a chronograph watch.

While the 170TDI misses out on the air suspension of richer grades, ride quality is still good, and the overall drive a breeze. Parking, with its myriad cameras and views, is also a doddle for such a large car.

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On the open road, dynamically the Touareg is also very good – and better than it has any right to be.

That’s even if you’ll be hunting around for the ESC ‘off’ button, as the system’s strategy of stabbing suddenly at the brakes, mid-corner, is not a pleasant one.

In the final reckoning, the Touareg is a lovely car to drive, feeling premium without trying (unlike other cars here), with impressive fuel economy and a spacious second row. It’s the pick for towing and long-distance cruising, and being German seems to imbue it with an additional fathom of engineering depth and build quality other cars here could only dream of matching.

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Its MLB Evo underpinnings, after all, had to be fit for Audi Q7, Bentley Bentayga, Lamborghini Urus and Porsche Cayenne as well.

But where it falls down is that, in this company, and around this price point, it feels like a base model competing against top-spec grades – because it is.

Even at $98,790 as-tested, it’s missing the panoramic sunroof of other cars here, and tri-zone air-conditioning. The haptic steering wheel is, at best, an ergonomic step sideways from plain, old buttons; and just in general, the interior doesn’t feel special enough.

The inside of the Genesis, for example, feels like it’s been fussed over by a team of stylists for months; while a design committee ticked off the Touareg 170TDI’s cabin in a few weeks. While an entry-level Touareg is still a pleasant place to be, for outright luxury and making its occupants feel spoiled, the other cars simply try harder.

Dylan Campbell

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5️⃣ Mazda CX-90 G50e Azami

There’s something suspiciously Bavarian about the new Mazda CX-90.

Glance around Mazda’s new SUV and there are multiple echoes of BMW. The tail-lights have a hint of BMW XM while G50e, denoting the CX-90 model grade, has a certain Munich ring to it. Mazda’s rotary infotainment controller, meanwhile, is more than a little iDrive; while someone’s plonked a 254kW 3.3-litre turbo straight-six under the bonnet.

Mazda would doubtless appreciate our comparisons to one of the world’s most accomplished premium brands, given that it’s aspiring to a more premium positioning – and price.

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From the outset, there’s no disputing that the CX-90 is one of the more handsome vehicles here – if admired from the correct angle, such as the front three-quarter.

The ‘Kodo’ design language translates well to the large CX-90, with its long wheelbase and generous length between the front axle line and A-pillar base.

The front overhang is also so short, any shorter and it would almost look a bit too blunt, like it’s been driven at low speed into the back of something.

Inside presents just as well – depending on the grade. Our top-spec Azami is lush enough with its black Nappa leather, but at your local Mazda dealer you should avoid sitting in any CX-90 with the Takumi or SP Packs, the latter of which upholsters the cabin with quilted tan leather and suede headlining making for an irresistible options box to tick. (Even if doing so means a $5000-lighter wallet.)

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Even without that, though, it’s a lovely place to be, with its dual 12.3-inch digital displays.

The back seats are also very good, the rear doors opening extra wide, while second row occupants enjoy stadium seating with great visibility and quad-zone climate control with rear seat heaters. The second row itself is tilt-and-slide, while there’s a 220-volt outlet in the boot – so you could sit in the back and use your laptop, while it’s charging, on the fly.

Back in the driver’s seat, that straight-six itself is very likeable. Crack a window and there’s a bit of turbo hiss as it comes on boost, while torque – 500Nm from just 2000rpm – is also delectably meaty.

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Dynamically, too, the CX-90 is very good – second only to the BMW as driver’s pick of this bunch.

While the ride quality is good in isolation, it’s hardly plush and wafting, and the purpose of its tautness is revealed when you get on a winding road. With simple, direct steering, the CX-90 can carry impressive mid-corner speed for its size – and 2275kg weight – owing also to its generously wide, 275-section tyres.

It’s a pity, then, that the CX-90 feels a bit unpolished. Lift off and the engine shuts off and coasts, but then can feel surprised to be woken back up when you want to go again. A feature shouldn’t have you immediately hunting for the off button.

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The bigger concern is that the in-house-developed, eight-speed automatic transmission has a personality – when it should probably be invisible.

Feeling oddly highly strung, even occasionally flustered – like it’s had too much caffeine – it can even clunk into first gear so audibly and obviously that you wonder how engineers signed it off.

The CX-90 is a delightful car, but at more than $100,000 drive-away, you’re left wondering if it’s best to wait for the update, where hopefully the few too many minor wrinkles are ironed out.

Besides that, some might prefer softer suspension, while others will be perturbed by the inexplicable lack of touchscreen Apple CarPlay (forcing you to use the hand controller, even though the infotainment screen is within easy reach). Unlike a lot else about the CX-90, that’s not very BMW at all.

Dylan Campbell

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4️⃣ Lexus RX350 F Sport

It’s a hard nut to crack, this world of premium SUVs, but few newbies have enjoyed such roaring success as the Lexus RX.

First introduced in Australia in the early noughties, the RX quickly became Lexus’s most popular model and has steadily built a reputation as the thinking man’s alternative to the established Germans. Cheaper to buy and thriftier to run, yet absolutely bursting with equipment and high-quality, luxurious touches –that’s long been the Lexus RX MO.

The version you see here is the fifth-gen RX, an all-new model that sauntered onto Aussie roads earlier this year.

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Longer, wider, lower and rolling on a stretched wheelbase, it’s the biggest RX yet and also offers buyers a boggling array of choice thanks to four engines, four trim levels, multiple option packs and the choice of front- or all-wheel drive.

Our particular tester is the RX350 F Sport, which retails for $98,370, and doesn’t only score a host of sporty detailing such as unique 21-inch wheels, more aggressive bumper designs and an F-Sport steering wheel, but it’s also one of the few offerings in the line-up not to use a hybrid powertrain.

Instead, propulsion comes from a 2.4-litre four-cylinder turbo petrol that makes a healthy 205kW/430Nm and sends its grunt to both axles through an eight-speed torque converter auto.

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It that recipe sounds a touch old-school, don’t be alarmed: the RX feels effortless and polished from the get-go.

The steering is light, the ride quality on large 21-inch alloys is relaxed and comfortable, and the cabin is impressively refined and quiet at a highway cruise.

The cabin makes an equally strong first impression. The snug and supportive front seats, which are part of the F Sport treatment, are especially fabulous, as is the soft and tactile leather steering wheel and high-end 21-speaker Mark Levinson stereo.

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The sense of quality is also top drawer, as you’d expect from Lexus, and you’ll encounter soft leather touch points, lovely suede inserts on the door cars and soft-touch plastics on the dash.

There are a few weak points, however. The biggest and most confronting is the huge slab of piano-black plastic that surrounds the 14.0-inch centre touchscreen. It dominates the dash design and looks and feels on the cheap side, which erodes the cabin’s overarching sense of luxury. Hard, scratchy plastics can also be found on the doors and the rear of the centre console.

Happily, the cabin’s core ergonomics are hard to fault – the dreaded Lexus touchpad has been banished! – and the centre touchscreen itself is large, bright and integrates well with Apple CarPlay and Android Auto, although only Apple users will enjoy a wireless connection, which is a drag in 2023.

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Our test car was fitted with the optional Enhancement Pack and a sliding panoramic roof, with the latter further enhancing the cabin’s sense of space and airiness.

Rear seat space has grown, thanks in part to the 60mm wheelbase stretch, and there’s ample knee and toe room, although taller passengers might find headroom a little tight. There’s loads in the way of amenity, though, thanks to a reclineable backrest, dedicated air vents with temp control, two USB-C ports and a centre arm rest with twin cupholders.

The boot is generous, too, at 612L and offers a wide and low aperture, two bag hooks, electric releases for the rear seats and a 12V socket. A space saver spare and additional storage cubby are housed beneath the boot floor.

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There’s also a decent amount of dynamic cohesion for keen drivers to explore. While the adaptive suspension is undoubtedly softly set-up with plenty of travel and suppleness, body control is impressive on a twisty section of road and the steering is accurate, if a little too light and lifeless.

Performance from the 2.4-litre engine is quick rather than fast, yet the turbo unit is quiet and ably supported by the eight-speed auto which is smooth and unobtrusive. Unfortunately, though, this non-hybridised powertrain is relatively thirsty when driven hard.

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On our dynamic loop, the RX 350 trailed only the lusty V6 Genesis for fuel use, though things did improve on a longer drive that took in more highway miles and returned an as tested fuel figure of 13.0L/100km.

So there’s lots to like about the new RX. It’s quiet, refined and should be the kind of SUV that slips seamlessly into your life as you relish its effortless powertrain, silken ride quality and sublimely comfortable seats.

But for all its goodness, the heavy handed dash design, inconsistent cabin materials and high fuel use were enough to rule out a podium finish.

Alex Inwood

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🥉 Genesis GV80 3.5T AWD Luxury

Unlike the Mazda and Volkswagen, the Genesis GV80 benefits from a badge that puts distance between it and its humble origins.

On the other side of the coin, building brand reputation isn't easy. Up to the end of October, Hyundai’s luxe offshoot has sold just over 1600 cars. In comparison, nearly 13,000 new Lexus models have been registered, with the German brands even further ahead.

Is premium-ness measured by sales metrics, though? Gauging from the reactions of bystanders, the answer is “no”. The GV80 had pull among the punters, the matte Brunswick Green paintjob (a $2000 option) and broad-shouldered sheetmetal of our tester working to swivel more heads than any other car on this comparo.

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Sure, from some angles it might look like a bootleg Bentley Bentayga, but it’s a flattering comparison rather than a clumsy imitation.

The cabin follows a similar theme. In Luxury spec (which adds $10,500 over the base grade) it sports a high-end aura, borrowing heavily from upper-echelon Euros with its lush leather (supple Nappa hide in the Luxury) and diamond-stitched upholstery.

Silver/chrome highlights and fine knurling around switchgear and knobs are a nice touch, but could be better executed on the bigger dials – such as the rotary transmission selector and mode dial – where the moulding seam can be felt by roving fingertips.

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Soft-touch plastics and padded surfaces are everywhere, the centre bin is flocked (and appreciably deep), the roof and A-pillars are lovingly trimmed in microsuede and even the deep-pile floormats are lavish.

For material quality and presentation the GV80 ranks incredibly well, and the way it insulates occupants from outside noises, mechanical vibes and wind rustle deserves recognition too.

The feature set is also bougie, with the 14.5-inch infotainment screen being accompanied by a slick quasi-3D LCD instrument panel, a glass sunroof, noise-cancelling tech for the 21-speaker Lexicon audio, massage front seats, heated and ventilated first and outboard second-row seats, soft-close doors, plus roof-mounted vanity mirrors and power recline and seat angle adjustment for the second row occupants.

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Want more? A six-seat configuration not only brings separate captain’s chairs in the middle, but also graft a pair of 9.2-inch entertainment touchscreens to the back of each front seat in exchange for an extra $3000.

There’s also a power-folding third row, which makes unfurling occasional seats a cinch, but for all its glitz and glam the GV80’s cabin falls down in one fundamental way: space. And really, it’s the vertical dimension that’s the one in shortest supply.

In the second row, the elevated seat position does give great vision past the front passengers and through the side glass, but even my 5’8” self found headroom to be more limited than the other contenders.

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The rearmost seats are strictly for kids, but at least there’s third-row air vents

Clambering into the third row required a spinal scrunch to retract most of my neck into my torso, turtle-style, in order to achieve adequate clearance from that luscious suede headliner – the rearmost seats are strictly for kids, but at least there’s third-row air vents, lidded storage, cup-holders and USB power.

It’s smaller than it looks – at 4945mm long with a 2955mm wheelbase, it’s a shorter thing than the 5120mm long CX-90. Interestingly, that relationship gets flipped when you examine cargo space: with 727 litres with the third row flattened and 2144 litres when the third and second row are stowed, the GV80 can swallow up more cargo than the bigger Mazda.

With such a capacious cabin and superb first-row comfort, it’s disappointing that there’s simply not enough distance between the rear seat bases and the roof to carry larger adults.

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Stomp on the skinny pedal, wait a smidge as the twin turbos spool, and the GV80’s 3.5-litre petrol V6 flings the 2.25-tonne SUV forward with ease.

The more alert engine and trans calibration of Sport mode gives its straight-line performance an even sharper feel, and there’s no reason to doubt the factory claim of a 5.5-second zero-to-hundred. It’s rapid in a straight line – thirsty too, with the highest average fuel burn in the group – but a mushy suspension and high mass blunt the edge of its surprisingly direct steering.

The gigantic 22-inch wheels and their sporty Michelin Pilot Sport 4s confer good roadholding regardless, but the GV80 is predictably best deployed as a boulevard steamroller, serenely wafting you around town with its muscular engine thrumming away at low revs, the rest of the world drowned out by that 21-speaker stereo.

Tony O’Kane

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🥈 BMW X5 xDrive40i

Fuel: 11.7L/100km as-tested, 9.2L/100km claimed

In certain parts of Australia’s capital cities, the X5 is more ubiquitous than the humble Camry.

Since launching at the turn of the millennium, BMW’s family-sized SUV quickly became a firm favourite among the upper-middle class, and now, four generations on, that popularity has endured.

It’s not difficult to understand why. For one, it’s attractive. We talk about the CX-90 having good proportions... Well, that’s arguably because it copies the X5’s format, with front wheel wells pushed well forward to make room for an inline six in the middle, in turn producing a long bonnet that balances out the visual heft of the wagon box on the back.

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Sheetmetal that swells around the wheelarches imparts an athletic aura too, and their subtly flicked-out lips not only look sporty, but are there to provide sufficient coverage of the massive 315-section rear tyres fitted to our xDrive40i tester.

On the inside, the X5 is classically German. Cleanly presented with well-crafted materials throughout, it’s difficult to find surfaces that look or feel unpleasant, or out of place – even the standard ‘Verino’ leather feels high-end. Switchgear and closures all operate smoothly with a pleasing tactility to them, and it’s genuinely hard to find a rough edge, figurative or literal.

Space utilisation could be better though: the centre box houses a good volume beneath its bi-fold lid, but the cubby ahead of it which contains the cupholders and phone charging pad is hemmed-in by the shape of its recess and lid.

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Try and put your phone on charge when you’ve got a drink in there, you’ll see what I mean.

In the back, the stadium-style elevated H-point of the second row bench give backseaters a good view around the front passengers, while the X5’s generous glasshouse – including a panoramic glass sunroof that’s standard-issue – lets light flood in.

With a wide cabin and a very low transmission hump the X5 can even take three adults across the rear bench, but there’s no third-row capability in the X5 anymore – even as an option. On the plus side, a 640-litre seats-up boot capacity should swallow up prams, groceries and other cargo with ease, and the X5’s power-operated split-fold tailgate is far more manageable in cramped shopping centre carparks.

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But in all honesty, the real appeal of the X5 lies in how it drives.

With a powerful 250kW/450Nm 3.0-litre turbo petrol six driving all four wheels through an excellent eight-speed automatic, the X5 is a rocket on a mountain road. The massive contact patch provided by its Pirelli P-Zeros (275/40R21 up front, 315/35R21 at the rear) confers a tenacious hold on the pavement despite a 2060kg kerb weight, and the explosive energy of its engine is good enough for a 5.5-second zero-to-hundred claim.

The steering is pretty ordinary, with scarcely any feel or feedback, even in Sport mode, but in every other way the X5 is a true performer. What’s equally as impressive is when you prod the ‘Comfort’ mode button on the centre console, the X5’s adaptive dampers slacken and the transmission calibration eases up to make it a very civilised machine for day-to-day urban schlepping.

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But you need to pay to play, and that’s arguably one of the bigger demerits against the X5: the unavailability of more substantially affordable variants.

Opting for the diesel inline six of the X5 xDrive30d instead of the petrol xDrive40i only trims $4000 from the price which, considering this 40i retails at $138,900 before options and on-roads, isn’t much of a discount. A four-cylinder diesel disappeared from the range last year, making the X5 a six-pot-only proposition in Australia, and a pretty pricey one at that.

However, the X5 you see here isn’t exactly representative of what you can buy right now. When we conducted our comparison, BMW Australia was still waiting on stock of its updated X5 family to arrive, which left us with the about-to-be-superseded model instead.

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Which is a shame, because not only does the update bring a substantial exterior facelift, but it also adds 30kW and 70Nm to the petrol six’s output, revises the gearbox, and grafts a completely new fascia to the dash centered around a gargantuan 14.9-inch main display running BMW’s latest infotainment operating system. The price hasn’t moved, either, in a rare win for the consumer.

The X5 is far from cheap, but excellence rarely is.

Tony O’Kane

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🥇 Volvo XC90 B6 Dark

It’s easy to forget that it was the Volvo XC90 that kickstarted the Swedish brand’s modern transformation.

Launched way back in 2015, the second-gen XC90 was one of the first cars to ride on Volvo’s new modular platform and the first to benefit from the cash injection brought by fresh owners Geely.

Svelte, beautifully made and with tidy ride/handling, the XC90 came within a whisper of winning Wheels COTY. And now, almost a full 10 years later, it has edged out much fresher competition to win our gong for the best luxury large SUV. Talk about ageing like a fine wine…

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As you’d expect, Volvo has treated the XC90 to some welcome upgrades since its 2014 launch with the latest raft of improvements arriving last year.

That update brought a rejigging of the model range (the existing trim levels of Momentum, Inscription, R-Design and Recharge were replaced by Plus, Bright, Dark and Ultimate T8 respectively) and the injection of Volvo’s latest Android-based infotainment system, which now includes Apple CarPlay.

For this test, we’re driving the high-spec B6 Dark which uses a fizzy 2.0-litre four-cylinder turbo that produces 220kW/420Nm and is supplemented by an electric supercharger and a 48-volt sub-system.

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XC90's Scandi interior delivers impeccable build quality and heightened sense of luxury.

It retails for $107,990, which plonks the XC90 smack bang in the middle of our six contenders for price, but our particular tester is bristling with desirable options like air suspension ($3750) and a truly fantastic Bowers and Wilkins sound system ($4550) that deliver an ‘as tested’ price of $118,690.

That’s still cheaper than the Genesis and BMW, mind, and our XC90 looks every cent of that outlay. We know beauty is in the eye of the beholder but you’d have to be a harsh marker to deny the XC90 is a deeply handsome thing. Chiselled and broad shouldered, it looks taut and perfectly proportioned for what is, essentially, a family bus.

The huge 22-inch diamond-cut alloys help, of course, as does the optional air suspension which slowly lowers the body when parked to give it lightly ‘slammed’ appearance.

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The cabin is arguably even more impressive. The minimal cabin design feels like a high-end Scandi furniture shop and the sense of luxury and build quality are impeccable.

The seats, in particular, are superbly comfortable, and boy is this cabin functional.

The XC90’s form factor is longer and narrower than other luxe SUVs like a BMW X5 and Audi Q7 and it makes full use of its extra length with plenty of cabin space and a third row that’s roomy enough for most adults. Third row passengers also score face-level air vents, cup holders and their own storage, though notably there are no top-tether anchor points for child seats back there.

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You do score three tether points in the second row, however, as well as twin Isofix anchor points and Volvo’s useful integrated booster seat features in the middle pew.

Throw in a sliding second row, four-zone climate control, plenty of USB-C charging points and retractable window blinds and there’s nary a chink in the XC90’s armour when it comes to hauling about seven people in comfort.

The one thing that betrays the Volvo’s age is the size of its portrait-style touchscreen. At 9.0-inches it looks small by modern standards, yet its functionality is excellent. The software is Google based, and now includes Google Maps and Google Assistant, and the layout of the key controls and menus is easy to wrap your head around.

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One annoyance is the need to dive into multiple menus to change the AC or seat heaters, yet the screen’s resolution and response is hard to fault.

The centre screen pairs with a 12.0-inch digital instrument cluster and head-up display, plus there’s a 360 surround view camera which sends a high-res video feed to the centre screen to ensure you don’t kerb those massive alloys.

The XC90’s light steering also aids low-speed manoeuvrability and once you’re on the move, there’s little to disrupt the Volvo’s overarching sense of calm and serenity. A big part of our tester’s phenomenal comfort and control is down to the optional air suspension, which is a must have inclusion.

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It’s wafty and cushy around town, with none of the crashiness you expect from the big wheels, yet also engaging, flat and measured at high speed.

On our dynamic loop, the way the XC90 absorbed and recovered from big bumps was mighty impressive.

Those big alloys are surprisingly grippy, too, and while the overall experience isn’t what you’d call sporty, there’s plenty of talent and poise to the XC90’s dynamics.

Yet there’s no escaping that the Volvo’s true genius lies in its focus on comfort, space and functionality. This is an impressively practical family SUV, – one that nails its fundamentals with an uncommon layer of finesse and flair.

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The bottom line

Finishing anywhere in the lower half of the field can be demoralising – but when the competition is as fierce as it is plush, ending the race in fourth, fifth or even last place is no relegation order.

Although they fell short of a podium step, the Lexus RX350, Mazda CX-90 and VW Touareg 170TDI each has a wealth of merits.

The RX350 has a lovely ride quality, beautifully big and bright Apple CarPlay integration and easily the best seats here, but fell down with its oddly clumsy dash design, hit-and-miss cabin materials and vague steering.

We wanted to love the new Mazda CX-90. We rate its handsome exterior styling, engrossing handling, elegant cabin and spacious third row – and it would have finished higher if not for its weirdly jerky transmission, overly-sporting ride quality, and the fact it needs $5000 splashed on an optional interior pack to be considered anywhere close to ‘luxe’.

The VW Touareg 170TDI is an excellent car in its own right, and you’ll be cleaning cobwebs from inside the fuel filler cap at every servo stop. But we were looking for luxury in this test, and the Touareg's interior doesn’t surprise, delight and outright spoil as much as the other cars here.

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If you’re the kind of person who would love to trick your neighbours into believing you own a posh and expensive British SUV, you might like the Genesis GV80, our third-place finisher.

Its blingy interior bristles with novel touches that are fun to discover, and it tries hard to spoil its occupants. It’s not really the driver’s choice, however, with a laggy, anodyne twin-turbo V6 and nautical dynamics.

Of course, if this was a test of best driver’s luxury-performance SUVs, the BMW X5 and its rip-snorting B58 turbocharged straight-six would romp it home.

Around a track, it would easily be the fastest here, even despite its oddly lifeless steering. It would also have seen the chequered flag first if we merely ranked our contenders by price, the BMW costing a wince-inducing $144,600 as-tested.

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That leaves the brilliant, beguiling Volvo XC90 to nab our gold medal.

At $118,690 as-tested, it was one of the priciest cars on-test, but there wouldn’t be a day or drive where you won’t consider every dollar well spent. Its wagon vibe cuts an original figure in a car park of SUVs, and we can’t believe how well it rides for a vehicle on 22-inch wheels.

While its relatively small 9.0-inch infotainment touchscreen betrays its age – the second-generation XC90 first appeared in 2015 – it’s matured like a fine cabernet sauvignon, of which we’d happily take an extra tall glass.