Cadillac Vistiq vs Volvo Ex90

What's the difference?

The Vistiq is a properly luxurious car that cleverly undercuts all the premium players. It has a flashy exterior with a generously equipped and spacious interior. Plus, it’s got enough oomph to move a small mountain.

Cadillac seems to be onto a winner with this car, especially at this price point. However, it will be interesting to see whether buyers of big SUVs like this are willing to make the jump to electric. The upper large SUV segment has been dominated by the Toyota LandCruiser and Nissan Patrol for decades now and I don’t see this changing anytime soon.

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.

There’s no way around it, the Vistiq’s exterior design is over the top and flashy. You’ll either love it or hate it.

I particularly like this car’s silhouette. It has a long and boxy roofline that gives off baby Escalade vibes, though you wouldn’t necessarily call this car small given it measures over 5.2 metres long…

One of the features that can read as gimmicky is the lighting animation that plays when you unlock and lock the car. They are rather long and obnoxious, though they’re a fun novelty feature to show off to your friends and family.

Inside, the design is jaw-dropping. It’s top-notch luxury with oodles of soft touches, premium-feeling switchgear and high-end tech.

The showpiece is the 33-inch curved display that houses not only the digital instrument cluster but the touchscreen multimedia system. It’s a stunning unit.

Out tester's brown interior combo looks gorgeous on the plush seats and contrasts well with the dark metal finishes.

Speaking of the seats, they’re surprisingly finished in synthetic leather but the smell in the cabin can convince you otherwise.

One of the few interior finishes I don’t love is the glossy piano black on the steering wheel and door cards. You interact with these often and they show fingerprints easily.

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.

The front seats in the Vistiq are delicious. There’s so much adjustability, plus they’re heated, ventilated and have a fantastic massage function. It’s a great space to be in regardless of whether you’re driving or not.

Ahead of the driver the steering wheel has a lot of physical buttons and switches that are clearly labelled, though as I just mentioned, the fingerprints quickly make it look grubby.

The digital instrument cluster is bright, clear and easy to refer to at a glance, plus it has a number of layouts you can choose from. On the right-hand side there’s even a small touch section where you can cycle between the trip computer readouts, among other things.

Moving across, the central touchscreen multimedia system is big, bright and high-resolution. It’s also an easy interface to navigate through thanks to the shortcut buttons always at the bottom of the screen.

The far side of the screen can be a bit of a stretch from the driver’s seat at times, but thankfully Cadillac has included a rotary dial controller. It’s also a great way to minimise fingerprints on the screen.

There’s Google Built-in as standard, meaning there’s integrated Google Maps, the Google Assistant, plus you can download a range of different apps, like Spotify, from the Google Play Store. It’s a seamless ecosystem.

Thankfully there’s still wireless Apple CarPlay and Android Auto as standard. Connection with my iPhone 15 Pro Max was rock solid, though the resolution doesn’t appear as high as the native interface.

Underneath the central touchscreen is a secondary touchscreen for altering the climate control for all three rows, as well as the seat heating, ventilation and massage. It’s similar to the system Audi has in its flagship models and exudes a premium vibe.

Up front there are two cupholders, two wireless chargers, two USB-C ports, a large open section under the centre tunnel, a centre console box, plus a glove box that needs to be opened by using the touchscreen.

Moving to the second row, it’s an easy car to hop in and out of thanks to the easy access/exit system which drops the air suspension to its lowest setting. You’re not looking for sidesteps at all.

In Australia the Vistiq is only being offered with a six-seat configuration, meaning in the second row you get separate captain’s chairs. They’re lovely to sit in, have a dedicated armrest and are heated.

At a leggy 182cm I have an adequate amount of legroom behind my own driving position. Headroom is also great.

It’s worth noting that the second-row seats are fixed and don’t slide back or forward. They only recline which is still a nice way to get more comfortable.

Second-row amenities include a touchscreen on the back of the centre console to control the climate control, among other features, as well as air vents on the centre console and B-pillar, USB-C ports and a pull-out section with cupholders.

Going to the third row, you can either slide between the two captain’s chairs, or press a button on the side of the second-row seat which quickly pushes it out of the way. The latter allows for a clear entry/exit path.

The third-row seats are mounted low, making it feel like there’s a knee-up sensation, but there’s enough space for two adults to sit side by side. It’s a surprisingly usable space, though legroom isn’t palatial.

In terms of amenities there is a USB-C port, cupholder, air vent and padded armrest on each side.

At the back it took me a long time to figure out how to open the boot. Turns out you push the Cadillac badge… Thank you Google.

With all three rows of seating upright there’s 430L of boot space which is enough for a few shopping bags. Thankfully there’s a generous underfloor section which is big enough for charging cables among other odds and ends.

The third and second row seats fold electronically from the boot which is a lovely convenience feature. With them folded there’s over 2200L of space which is massive.

Like many EVs, there’s no spare wheel which isn’t great if you do long-distance driving away from tyre repair shops.

Continuing the gripes, there is no front boot despite the large bonnet. If you take a look it’s mostly taken up by electrical componentry.

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 Vistiq is powered by a dual-motor all-wheel drive set-up with ridiculous total system outputs of 459kW and 880Nm.

This is enough to send it from 0-100km/h in just 4.2 seconds, which is wild given it has a kerb weight of almost 3000kg.

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.

Feeding these electric motors is a 91kWh lithium-ion battery pack which allows for a claimed range of up to 461km, according to WLTP testing.

Cadillac claims the Vistiq consumes an average of 22kWh/100km, which is on the higher end, but you need to remember this is a hulking big SUV.

In terms of charging, AC charging is available at rates up to 22kWh, whereas DC fast-charging is offered at rates up to 130kW.

The former is rather competitive, allowing up to 95km of range to be added per hour, whereas the latter is mediocre as other luxury and Korean rivals can do well over 200kW of peak fast-charging.

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.

Behind the wheel of the Vistiq there’s an immediate elevated and premium feel. Even though EVs are already naturally quiet, Cadillac seems to have installed a lot of insulation, making it very hushed in the cabin.

As a result you pick up on other noises and disappointingly this Vistiq tester had a random rattle coming from behind the dashboard when travelling at higher speeds. It’s unclear if it’s just this car, but it doesn’t speak well to great long-term quality as the car had only done 2000km.

The Vistiq is the kind of car you feel like being driven around in. It’s so smooth, measured and calm.

Despite this, there's a ‘V’ button on the steering wheel which activates the ‘Velocity Max’ drive mode. It unleashes the full 459kW and 880Nm, making this 3000kg box on wheels absolutely haul.

It’s frightening how quickly this car can accelerate from a standstill. You’ll be leaving virtually everyone in your dust at the lights.

As I alluded to before, the Vistiq is a very comfortable car and this is largely due to the adaptive air suspension system that comes as standard. There are a range of different heights to choose from, ranging from lifted to slammed. All of which look awesome from the outside.

The suspension does a great job of rounding off pimply urban road imperfections. It’s so good you forget there are huge 22-inch alloy wheels as standard.

Unlike many American cars, the suspension isn’t overly floaty and soft, instead creating a balanced ride. Goldilocks would approve.

The only times the suspension feels out of its depth is when you hit a bigger bump at a higher speed. It can feel a little crashy from inside the cabin, but it never feels too firm.

There’s no way around it, the Vistiq is a big car and it swallows up a lane with ease. Despite this, there’s a rear-wheel steering system as standard which turns the rear wheels the opposite direction of the front at low speeds.

As a result the turning circle is much smaller than you’d expect. This means you can zoot around tight, multi-storey carparks like you’re in a much smaller car. It also makes parking a breeze.

Although you’d expect this powerful and heavy car to come apart in the bends, it holds its own rather well. It’s far from a sports car, but it limits the body roll to an extent and the tyres provide enough grip.

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.

At this stage Cadillac hasn’t fully detailed the ownership package for the Vistiq.

There is a five-year, unlimited-kilometre warranty, as well as an eight-year, 160,000km warranty for the high-voltage battery. There's also five years of roadside assistance.

Logbook servicing is required every 12 months or 12,000km, whichever comes first, however pricing hasn't been confirmed yet.

“Service pricing for the Cadillac Optiq and Vistiq in Australia will be announced in the coming months - as we progress our planned dealer expansion, including new franchised locations in Melbourne and Brisbane," said General Motors ANZ General Manager Jess Bala.

It’s worth noting that Cadillac is still scaling its dealer network in Australia and currently only has select locations in certain capital cities.

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.