Audi E-Tron Gt vs Volvo Ex90

What's the difference?

While it may be a very different beast to the R8 supercar, it’s hard to argue that the e-tron GT offers performance that isn’t equal to anything Audi has previously produced. The immense acceleration and power, coupled with the brilliant and clever handling make this updated range, especially the RS pair, feel like something special.The fact that it will save you visiting a petrol bowser and might help cut harmful emissions is just a bonus.

Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.

The new Volvo EX90 Ultra Twin Motor Performance strikes a great balance between sophistication and practicality. It looks sharp, drives beautifully, and delivers a solid range with fast charging to match. Adding to that is a comfortable, family-friendly cabin with space for seven. It’s hard not to be impressed.

There are a couple of technology beats it misses but it's still an easy SUV to live with.

While there are some big changes underneath, on the surface the design tweaks are quite subtle. 

There are some tweaks to the front grille, headlights, lower bumper and air intakes, but overall the look isn’t dramatically different. The more noticeable styling change is between the S and RS models, with the latter looking more sporty and dynamic thanks to a unique lower bumper design and the larger alloy wheels, which have a sportier look.

The biggest design changes are arguably the introduction of the switchable transparency roof on the RS and the option to use matt carbon camouflage.

The former is another shared element between the RS e-tron GT and Taycan, and it uses a special glass that can switch between being clear or opaque depending on whether you put a current through it. Cleverly, Audi is offering the option to have individual sections alternate between the two states, so you can customise it to your preference.

As for the grandly named matte carbon camouflage, it wasn’t highlighted in Audi’s presentation, but it’s the same material the Lamborghini developed over a decade ago and calls ‘forged carbon’ instead.

Unlike traditional carbon-fibre, which is made from injecting resin into sheets of fabric-like carbon fibre weave, forged composite uses a malleable paste of carbon sheets and resin. This technique is quicker to make and easier to shape into complex pieces, but lacks the visual impact of conventional carbon-fibre.

The biggest design change internally is the new steering wheel, which is a not-quote-squared-off rim that feels nice in your hand without being too thick. The RS models feature two new large red buttons - ‘RS’ and ‘Boost’ - which allow you to select the drive modes and activate the short boost function, respectively.

The EX90 has swathes of smooth body panelling and a closed-off grille, as we've come to expect from a modern EV. The rear roofline tapers gently, giving it a sleek profile, while the black body moulding around the base and frameless mirrors add some visual interest.

It’s a clear departure from the boxier XC90 and you won’t mix them up but it still features those signature 'Hammer of Thor' LED headlights, which I really like.

The Ultra rides on 22-inch alloy wheels which help fill the arches nicely without making the car look oversized or flashy. The soft-close doors are a luxe touch and the overall fit and finish is up there with the best in the segment.

It shares its platform and technology with the Polestar 3, so if you're familiar with that model, the dashboard and centre console layout will feel very familiar.

I’m a fan of the clean, minimalist look and it works well with the panoramic sunroof, which brings in loads of light. A future update will let you switch the roof from clear to opaque, which should be a nice touch come summer.

The ambient lighting is cleverly integrated with the birch wood trim, and there are subtle ambient lights throughout the cabin that give it a business-class vibe.

And since it’s fully electric, there’s no transmission tunnel, so the middle row gets a completely flat floor. That also means extra space, with a handy storage cubby added under the centre console.

Practicality is an important consolidation for the e-tron GT, it may have replaced the two-seater R8 as Audi’s definitive performance hero, but it’s a four-door sedan so it needs to be more family friendly. It’s especially relevant for Audi, as the brand has a history of brilliantly combining family needs with fast cars, namely its iconic wagons, the RS4 and RS6 Avants.

Audi also has a strong reputation for some of the best interior design in the industry, and the e-tron GT is arguably amongst its best work (at least in this reviewer’s opinion). It looks modern and stylish without leaning too far towards being different simply because it’s an electric car.

The new steering wheel fits the new design well, framing the digital driver’s display nicely. The display itself has a new RS-specific display for the higher-end models.

There’s a central infotainment touchscreen, but underneath this particular Audi skips the climate control touchscreen in favour of a digital readout and physical switchgear; a welcome relief for some, no doubt.

As for the seats, all three trim levels get the same style of sports seat trimmed in Nappa leather with a honeycomb stitch pattern. There are different finishes, both black and red leather, and some with contrasting stitching available through the optional design package. The RS performance package gets a unique ‘serpentine green’ stitching to stand out.

Small item storage in the front is adequate but not generous, which does make the e-tron GT feel more like a sports car at least, even if it doesn’t help practicality.

As for the rear, space is surprisingly good given the external dimensions and the nature of it being a low-roof sedan (rather than an SUV) with batteries underneath the floor. That’s largely because Audi has split the battery pack to allow for extra room in the rear for passengers’ feet, combating a common problem with electric sedans.

Headroom is adequate, and will be tight for anyone much taller than 180cm, but it will do the job of transporting the family in relative comfort. It is, by no means, the most spacious or family friendly model in the Audi range, but it does play its role as both a performance car and roomy sedan.

The boot is measured at 405 litres in the S but shrinks to 350L in the RS models, but both have the same 77L space under the bonnet, so space is (again) reasonable without being generous.

The EX90 nails the balance between luxury and everyday usability. Up front, there’s loads of head, leg and elbow room, and it’s easy to get in and out thanks to the 216mm ground clearance and wide door apertures.

That said, the flush door handles can be a bit temperamental as they don’t always pop out when you approach and the key card only works from the driver’s side, which can be annoying.

Once you’re in, the front seats are superb. They’re seriously comfortable, with heating, ventilation, massage and extendable thigh supports that make long trips a breeze. It’s easy to find a great driving position and just settle in.

Storage up front is clever and generous. There’s a large glove box, a deep centre console with a hidden cubby, a shelf under the floating centre stack, plus cupholders and big door bins. It's well thought out and practical.

The 14.5-inch multimedia screen looks fantastic and is responsive. Now, I’m a button girl, and usually having to rely on a screen for everything would bug me but this set-up works.

You can pin your favourite features like climate and media controls to the bottom of the display for easy access, and the voice assistant is usually really capable, so you can stay hands-free when needed.

Built-in Google Assistant, Google Maps, YouTube, Spotify, plus wireless Apple CarPlay and Android Auto make tech integration smooth. Navigation directions show up clearly in both the 9.0-inch digital instrument cluster and the colour head-up display, which is a nice touch.

I experienced a couple of tech gremlins toward the end of my week with the car. The Google Assistant stopped picking up my voice commands and calls wouldn’t route through the sound system once connected.

Thankfully, both issues seemed to resolve themselves without intervention, but it's worth noting in case it’s a software quirk that pops up from time to time.

The second-row seats are ergonomic but a little firm - still comfy enough for long trips, especially with heating for the outboard seats.

Access is easy, and my eight-year old had no trouble climbing in or out. The booster seat integration has moved to the middle seat only (instead of both outboards), which might limit flexibility for some families, but for us it works fine.

There are ISOFIX mounts on the outboard seats and three top-tether points across the second row, and yes, you can fit three child seats side by side. Amenities in the second row are excellent with two USB-C ports, air vents, dual-zone climate, map pockets, cupholders and decent storage bins.

The third row is, as expected, best for kids, as toe room is limited and the access is child-sized. Still, it’s well-appointed with two cupholders, USB-C ports, and air vents built into the C-pillars. Even better, it gets two top-tether anchor points, which is a huge bonus for big families.

Boot space is solid because even with all seats up, you get 324L, including a useful underfloor compartment. Fold the third row and it jumps to 697L.

You can also manually raise or lower the boot height thanks to the active air suspension, and the third row folds electrically. There’s also a 12-volt socket and a powered tailgate you can operate via the Volvo app or the multimedia screen.

Up front, there’s a 34L frunk which is ideal for storing charging cables or a tyre repair kit, keeping everything neat and separate.

There are two grades available for the new Volvo EX90, and for this review, we're testing the flagship Ultra Twin Motor Performance.

While it shares the same motor configuration as the lower Plus variant, the Ultra gets a performance tweak that improves its 0–100km/h sprint time. Naturally, it also comes with a suite of luxurious extras befitting its flagship status.

Starting at $134,990, before on-road costs, the Ultra sits comfortably in the middle of its electric upper-large SUV rivals.

It’s more expensive than the Kia EV9 GT-Line (from $121,000) but undercuts the luxury-laden Mercedes-Benz EQS 450 4Matic (from $222,400). It also only costs $6600 more than the top-spec PHEV XC90, making it a compelling step up if you require electric performance and efficiency.

With a claimed WLTP driving range of 570km, the EX90 Ultra holds its own in the segment, offering solid long-distance capability.

The Ultra is well-equipped as you’d expect with electric front seats that feature heat, ventilation and massage functions. There is a heated steering wheel, fixed panoramic sunroof and a 25-speaker Bowers & Wilkins sound system.

Volvo has confirmed the panoramic sunroof will have an adjustment setting between clear and opaque in a future update, as it currently doesn’t have a blind.

Some great practical and family-friendly features include heated rear outboard seats, powered third-row seats, a powered tailgate, a 34L frunk for charging cables and an integrated kid’s booster seat in the middle row for those transitional stages.

The well-rounded suite of technology is based on the EX90's new Polestar 3 cousin and includes four USB-C ports plus a digital key via the Volvo app. The app also allows you to check on the status of the vehicle, open and close the boot lid, remotely unlock/lock the vehicle and pre-set the internal climate.

There is a large 14.5-inch touchscreen multimedia display that features wireless Apple CarPlay and Android Auto, satellite navigation (with live traffic updates and directions that are pulled into the colour head-up display) and a 9.0-inch digital instrument cluster. The system also has a suite of built-in apps like Google Assistant, Google Maps, YouTube, Spotify etc. 

The key number for the new model is 680kW - that’s what the new RS e-tron GT Performance produces from its dual electric motors. That makes it the most powerful production car Audi has ever offered, which is quite an achievement when you look back at some of the cars this brand has built over the years.

That power upgrade is an extra 205kW over the pre-facelifted RS e-tron GT, and comes with a whopping 1027Nm of torque.

The RS e-tron GT has been upgraded too, now making 630kW/865Nm, a 155kW improvement on the old model. Which is a good thing, because the new S e-tron GT has even more power than the original RS, underlining just how much Audi has focused on power for this mid-life enhancement. The new S packs a 500kW/717Nm punch, compared to the 475kW/830Nm the previous RS offered.

The Ultra is all-wheel drive with twin electric motors, one on each axle. Combined, they deliver a hefty 380kW of power and 910Nm of torque. That translates to a 0–100km/h sprint in just 4.9 seconds, which is seriously impressive for a big SUV.

Do we need it to be this fast? Absolutely not. But do I appreciate the gumption? You bet I do.

Another one of the significant unseen changes for this update is the battery. Audi has overall the battery for this latest e-tron GT, so it now has higher energy density (168.3Wh/kg), more size (105kWh v 97kWh), faster charging (10-80 per cent in 18 minutes) and reduced weight (down 9kg).

Despite all the extra power, driving ranges for the three models are still all beyond 500km. The S e-tron GT has a claimed range of 558km, the RS e-tron GT can manage up to 522km and RS e-tron GT Performance can run 528km on a single charge, according to Audi. 

As for the charging itself, Audi claims it now takes just 18 minutes to get from 10 to 80 per cent using an ultra-fast DC charger.

The official WLTP energy consumption figure for the EX90 Ultra is 16.9kWh/100km, and after a good mix of open-road and urban driving, I averaged around 20kWh/100km which isn't bad at all for a vehicle of this size.

The strong regenerative braking helps here, and if you time your deceleration right, you can enjoy a proper one-pedal driving experience, which makes city driving feel effortless.

The EX90 uses a Type 2 CCS charging port and packs a massive 111kWh lithium-ion battery, good for a driving range of up to 570km (WLTP).

Charging speeds are impressive as it supports up to 11kW on AC and a hefty 250kW on DC fast chargers. That means you can go from 10–80 per cent in as little as 35 minutes on a 250kW charger, or in around 10 hours on an 11kW home set-up.

Befitting its role as Audi’s performance hero, the new range drives with a level of speed and precision you would expect from such a car.

Even the new S e-tron GT has a level of acceleration that not every sports car could keep up with (the official 0-100km/h claim is 3.4 seconds), which would be impressive on its own but is a standout when you consider this is a four-door sedan.

It also helps that the adaptive air suspension and all-wheel steering (which can help both low speed manoeuvring and high speed changes of direction) make for an incredibly responsive and agile handling vehicle.

And then you drive the RS e-tron GT Performance and the driving experience is a step up again with its 2.5s triple-digit sprint time. That’s largely because of the new active suspension system it uses, which features a hi-tech array of cameras, radars and sensors to ‘read’ the road ahead of it and adjust the ride accordingly.

The result is arguably one of the best riding, most comfortable electric performance cars on sale today. Typically the need to control so much weight, from the batteries, means the ride is often too firm. But with the active suspension, Audi has somehow managed to make the ride both compliant (on 21-inch wheels) but also very well controlled, which allows you to really drive with precision even at speed.

But it’s not just the suspension, as mentioned earlier, the RS models also get a new ‘Boost’ button on the steering wheel that offers an extra 70kW of power for 10 seconds. Along with the surge of extra performance there’s a large countdown timer on the digital dashboard when you press it to really give you a sense of urgency and speed.

Thankfully, with so much power the e-tron GT range has plenty of stopping power. The S comes equipped with steel brakes, which do a fine job. But for the faster RS models, you get a carbide coated rotor and you can option ceramic brakes for more resilient stopping power.

Smooth and effortlessly powerful - that’s the best way to sum up the EX90 on the road. Despite its size, you don’t feel the bulk from behind the wheel. It’s nimble when it needs to be and wickedly quick off the line. Even under hard acceleration, I always feel in control, which is a huge plus for something this punchy.

You can customise the steering feel, and I preferred it on the firmer setting as it gave the best feedback without feeling heavy. The active air suspension does a great job of absorbing rough surfaces without softening the handling, so there’s no floatiness, just a composed, comfortable ride.

Inside the cabin, it’s beautifully quiet. That signature EV silence makes the space feel refined, with just the occasional tyre rumble at higher speeds, depending on the road surface but it’s never intrusive.

Visibility is mostly great from the front and sides, but the rear window feels miles away in the mirror, and the B-pillars are a little thick, so there’s a minor blind spot to be aware of.

Parking is easier than you’d expect for something of its size. The 360-degree camera is super clear, and there are plenty of parking sensors. The 12m turning circle is pretty standard, but it still felt totally manageable in tight shopping centre car parks.

The EX90 hasn’t been ANCAP-tested yet, so it’s currently unrated but being a Volvo, you can bet it’s packed with safety smarts.

It features a comprehensive suite of advanced safety tech, including side exit assist, emergency call functionality and a child detection system using radar sensors to monitor for movement in the cabin after the car is locked, designed to prevent children being accidentally left inside.

The second- and third-row seats all feature top-tether points, with ISOFIX anchors on the two outer second-row positions.

There are seven airbags, including a front-centre airbag and curtain airbags that cover all three rows, which is a win for families.

On top of that, it’s equipped with Volvo’s 'Pilot Assist' suite, which includes adaptive cruise control with lane centring, lane departure alert, lane keeping aid, blind-spot monitoring with steering assist, rear cross-traffic alert with automatic braking, 360-degree camera system, front/rear parking sensors and autonomous emergency braking with forward collision warning.

Volvo is also working toward occupant sensing and driver monitoring systems that go beyond the usual alerts. The EX90 includes an interior radar system sensitive enough to detect the micro-movements of breathing, aimed at preventing hot car deaths.

It’s being pitched by Volvo as one of the more safety-forward SUVs on the market, even before it earns its official crash score.

Audi offers its standard five-year/unlimited kilometre warranty for the three e-tron GT variants, but the battery gets a specific eight year/160,000km warranty. The five years of coverage is fairly standard for the luxury car segment, but short of the increasingly common seven-year warranties for mainstream brands.

As for the servicing, that’s included in the cost of the car, with Audi covering the first six years of maintenance for no additional charge. It helps that service intervals, without a complicated and oily engine, are stretched to two years or 30,000km.

The EX90 is covered by a five-year/unlimited km warranty, which is on par with most rivals, though Kia still has the edge with its longer coverage. Servicing intervals are every 12 months or 15,000km, whichever comes first.

As for costs? For the first five years, servicing is included in the purchase price, so while it’s technically not ‘free,’ it does mean no extra out-of-pocket expenses for scheduled maintenance during that time and that’s pretty solid value in this segment.