Foton T5 vs Volvo Es90

What's the difference?

The T5 EV would be best suited to short-haul city and suburban tasks, with daily back-to-base operations ensuring the convenient and dependable charging infrastructure required (compared to the lottery of public charging). Given Foton’s claim of upfront and operational cost reductions, the T5 EV could be what some commercial fleet managers are looking for. 

More stylish than ever before, as quiet and refined as you'd expect from a luxury car and yet the stand out feature might once again be safety. Despite seemingly every new car being loaded to the gills with safety features, Volvo has managed to demonstrate industry best-practice and leads the way again.

I would encourage engineers from every other car brand to drive the ES90 to learn how to better integrate the modern suite of active safety features like forward collision warning and lane departure warning.

But beyond that, is the ES90 a car worthy of consideration? Well, pretty much everything it does the EX90 does too, so if you prefer an SUV that’s definitely worth consideration. But if you don’t want an SUV, if you prefer a sedan or just love to be different, the ES90 is a very attractive proposition in more ways than one.

The T5 EV has a 3360mm wheelbase and steel ladder-frame chassis, with a leaf-spring solid front axle, leaf-spring rear axle and rear-wheel drive. Braking is by front discs and rear drums.

Its 81.14kWh of energy capacity is provided by two 60Ah lithium-ion batteries, one on each side, mounted in long parallel cradles. Drivetrain maintenance items, including motor and battery cooling systems, are accessed by unlocking and tilting the hinged cab forward.

The cab offers sufficient head, shoulder and legroom for up to three occupants, including tall people in the often-compromised centre seat. However, the centre seat is only equipped with a lap-belt.

Discussing Volvo design will draw different opinions depending on your age. As a millennial, I grew up at a time when Volvos were, to quote a famous movie line from the 1990s, ‘boxy, but good’.

But over the past two decades Volvo has smoothed off those boxy edges and become one of the most style-conscious car companies in the world. It has embraced its now-unique place as a Scandinavian carmaker and uses softer edges and more Nordic design themes (such as light coloured interior woods) to ensure the ES90 is simply a good-looking car.

What it isn’t, at least not technically-speaking, is a sedan. That’s because it has a liftback rear-end design, rather than a traditional ‘three-box’ sedan with a conventional boot. That shouldn’t be a deal-breaker for anyone and it means it’s a far more practical design.

It also sits taller than a conventional ‘sedan’, which is an increasingly common trait for modern European sedans as they try to woo would-be SUV buyers. It’s not a lot, you certainly wouldn’t call it a tall or high-riding car, but it is noticeable.

Ends up as an ‘in-between’ design, neither one thing or the other. The closest thing it reminds me of is the short-lived BMW 5-Series GT, which is damning with faint praise, but it speaks to the challenge of making something that simply isn’t an SUV appealing to the modern SUV-obsessed market.

The very stylish cabin features that previously mentioned light coloured wood (at least in our test car) and that unique Scandinavian look. It’s the closest you’ll get to sitting in a Swedish lounge room on wheels.

With a maximum claimed kerb weight of 2500kg, the T5 EV has a 2000kg payload rating for car licence operation and up to 3500kg for drivers with a Light Rigid truck licence (these payloads include the weight of service bodies).

Its 8000kg GCM (how much it can legally carry and tow at the same time) means car licence drivers can tow up to 3500kg of braked trailer while carrying its maximum payload. For Light Rigid drivers, the maximum trailer weight drops to 2000kg, given the larger payload allowance.

The Pantech body fitted to our test vehicle has twin rear doors, with 270-degree opening and sturdy hooks on the body sides to hold them in place.

Cabin storage includes narrow bins but no bottle-holders in the doors, an overhead storage shelf on the driver’s side, a small compartment with spring-loaded lid in the dash and a single glovebox.

The centre console only offers a single bottle-holder. However, the centre seat backrest folds forward and flat to reveal a small desk on the back of it, complete with a hidden storage compartment and two cup/bottle-holders.

In terms of space the ES90 is very generous, which it should be given it's a five-metre long car. There’s loads of room front and the back so you’ll seat four adults in absolute comfort, and can squeeze in a fifth if needed. Thanks to the relatively flat floor, as well as the panoramic roof that can either be opaque or clear, the cabin feels spacious and bright even in the rear.

As for luggage space, the boot measures 424 litres, and obviously it’s very easy to access via the power liftgate. But it’s still not as big as an SUV. The EX90 offers up 655 litres of space in its five-seat configuration. Which is at least a small part of the explanation why SUVs have become the more popular choice.

But what really stands out in the cabin isn’t the space, it’s the technology. The ES90 Ultra’s multimedia system is centred around a 14.5-inch touchscreen that runs all the car’s key functions; you also get a 9.0-inch driver’s display.

Notably, Volvo has opted to offer Google’s operating systems built-in, which means while you can still run Apple CarPlay or Android Auto, if you have a Google account you can sign-in and have your contacts, address book and other details integrated into the car.

It’s a really fast system, too, supported by the most powerful software Volvo has ever put inside one of its cars. Having a big tablet-style screen is great and feels very modern, but if it runs slowly, with lag between commands, it’s not as useful. This Volvo system, particularly the transitions between menus and even the voice assistant, reacts with lightning-fast speed.

Then there’s the sound system we mentioned earlier. It’s a 25-speaker Bowers & Wilkins set-up with 'Dolby Atmos' and an app called Abbey Road Studios. This app has been produced in conjunction with the iconic recording studio made famous by The Beatles. The speakers and the app were all developed together to provide a superior audio experience.

The speakers themselves are incredibly powerful while staying crystal clear, with the Abbey Road app providing the ability to change the sound between 'Modern' and 'Vintage' settings that make you feel like you’re inside a recording studio.

Put simply, it is as impressive a sound system as I’ve ever experienced in a car.

The ES90 range consists of two models at the time of publication both powered by a single, rear-mounted electric motor, with the twin-motor option available on the EX90 SUV currently not offered in Australia (emphasis on the word ‘currently’).

The range begins with the Pure from $88,880, before on-road costs, and is completed by the current range-topping Ultra variant, which we're testing, priced from $107,990, plus on-roads.

That means it’s cheaper than its direct rivals in the luxury electric sedan market. Audi’s e-tron GT starts at more than $200,000, the BMW i5 line-up is priced from $155,900 and the Mercedes-Benz EQE range begins at $134,900. So, even with this more expensive Ultra variant, Volvo has a clear head-start on the competition.

And Volvo hasn't managed that by skimping on standard equipment. The ES90 comes loaded with adaptive air suspension, 22-inch alloy wheels, a comprehensive safety package (as you’d expect from Volvo) as well as an electrochromic panoramic roof, a smart key you can add to your phone and 'Nordico' upholstery - Volvo’s sustainable synthetic leather.

There’s also a 25-speaker Bowers & Wilkins sound system, but more on that later…

The T5 EV’s single electric motor has a peak power output of 115kW and maximum torque of 300Nm. It also offers two drive modes: ‘Eco’ which minimises energy use with a top speed of 73km/h and ‘Power’ which uses more battery charge but increases top speed to 94km/h (both speeds achieved during our test).

As the name suggests, the ES90 Single Motor is powered by a single, rear-mounted electric motor that drives the rear wheels via a single-speed transmission. The motor makes a healthy 245kW and 480Nm, so the 0-100km/h sprint time is 6.6 seconds - sprightly for such a big car.

As alluded to earlier, there is a Twin Motor, all-wheel drive ES90 variant available in overseas markets, with 500kW, but Volvo Australia is yet to confirm when, or even if that will arrive here.

Foton does not publish an official kWh/100km consumption figure, but claims a fully loaded driving range of 180km from its 81.14kWh battery capacity.

According to the dash readouts at the end of our test, which we did on a single charge, we drove 142km with 38km of estimated range remaining. Our displayed average consumption was 51.3kWh/100km, so based on that figure you could expect a driving range of around 160km, which is less than the dash estimate.

Our testing was conducted without a load (see Driving) but it did include considerable freeway travel required to collect and return the vehicle, so regenerative braking was minimal. And we had to use Power mode to maintain freeway speeds.

Foton claims that DC fast-charging allows for a full recharge in 1.5 hours, while the 11kW onboard AC charger takes 7.2 hours which is suitable to overnight turnarounds.

Built on Volvo’s 800-volt electrical architecture, the first Volvo to feature the technology, the ES90 is powered by a 92kWh battery that provides up to 554km of driving range on a single charge.

Volvo quotes an NEDC energy consumption of 18.5kWh/100km, with 300kW DC charging able to take the battery from 10 to 80 per cent in 22 minutes. A full, empty to 100 per cent charge using a 16A outlet will take 10 hours.

It should be noted that the EX90 SUV will be upgraded to the 800V architecture with the 2026 model year introduction.

There are large handles on the windscreen pillars to assist climbing aboard and the driving position offers adequate comfort, with its steering wheel adjustments and left footrest. However, some rake adjustment in the flat base cushion would be welcome, as it can feel like you're sliding forward at times.

The drive selector dial on the console has three settings (Reverse, Neutral, Drive) marked by the letters R-D-N, so it’s simple to use. Because of its near-silent operation at low speeds, the T5 EV is equipped with an audible pedestrian warning system. This activates at speeds below 30km/h and makes a unique sound that defies description.

We drove in Eco mode when not on the freeway and found that its quiet and smooth surge of acceleration was more than adequate for a vehicle weighing more than 2.5 tonnes. We did briefly try the Power mode but did not detect a significant boost in performance.

It has good steering feel (with electric power assistance) and its noticeable lightness at low speeds is appreciated when manoeuvring in tight spots. The brake pedal provides vigorous response and a strong regenerative effect (as displayed on the energy gauge) that optimises battery range.

The instrument display shows drive mode, estimated driving range, battery charge and temperature, energy use, average energy consumption and other useful data relating to drivetrain operation. Useful enhancements would be speed-sign recognition and a clearer image for the reversing camera.

Although almost silent under 60km/h, increased noise at freeway speeds includes some faint drivetrain hum and wind-buffeting around the large door mirrors, which compensate by offering excellent rear vision.

We didn’t get to do our usual GVM test, due to a software glitch in the public charging facilities we arranged to use on the day. Back-to-base operations with in-house charging would avoid these issues.

As you’d expect from a luxury, electric car the ES90 is a quiet and refined vehicle to drive. Being a Volvo, the company has used its experience where it matters, and there is excellent insulation from the outside world. Unlike some EVs that lose the engine and hope that just makes things quieter, the ES90 gives you a genuine feeling of insulation from the exterior hustle and bustle. 

Performance is adequate from the single motor but it’s by no means a sports sedan with only 250kW/480Nm and such a big vehicle. But it has the instant response that is an EV trademark so it has all the performance this type of car and the drivers it will attract would likely need. If buyers start banging on the door for more power, Volvo can oblige, but for now it does the job you expect of a luxury four-door.

While it has the sedan silhouette, the taller body and raised ride height on the air suspension are noticeable. You will find yourself looking up at SUV drivers, but not all of them. It’s roughly the same seat height as you’ll find in a modern small SUV, so a slight elevation rather than a big boost.

The ride is what you expect from this type of car. You can adjust the suspension and steering between ‘soft’ and ‘firm’ settings, but even with the latter selected there is a lot of compliance and the ride remains comfortable.

The steering is fine most of the time, but when you have to do parking maneuvers you certainly notice the ES90's steer-by-wire technology. The steering literally feels like an old computer game steering wheel set-up, with very little resistance as the wheel lightly spins from lock-to-lock. It’s not a bad feeling, but it is a bit odd and takes some getting used to.

The ultimate take-away from the driving experience is just how relaxed it is - quiet and effortless are the two words that probably best sum it up.

This is obviously the area that Volvo is famous for, but with seemingly every other brand forced to raise their own safety features over the years, does the Swedish brand still do anything special on this front?

Absolutely.

Put simply the Volvo suite of active safety systems is better developed and better integrated. Every rival car to the ES90 will have a similar list of features, including adaptive cruise control, forward collision warning, lane departure assist, road sign information and more. But Volvo has made it work so well that unlike rival models, you never even think of turning them off, they don’t beep and bong ad nauseum, they only work if you need them in an emergency - which should be the standard.

One thing to note is the ‘bump’ on the roof (you may see in the images) to house a Lidar system. However, Volvo split with its supplier and has decided to abandon this technology for the ES90. That means the 2026 model year examples will not have the roof bump, but still come loaded with five radars, seven cameras and 12 ultrasonic sensors for the excellent coverage of the surrounding environment.

The only thing that stops the ES90 being worthy of a 10/10 safety score is the lane keeping assist could do with some fine-tuning, as it has a tendency to move in the lane slightly too much.

There is no current ANCAP score for the ES90, but the EX90 SUV does, and given the organisation's previous sharing of scores between different models based on the same core underpinnings, there is no reason to believe the ‘sedan’ wouldn’t be just as safe.

Five years/200,000km warranty plus an eight years/300,000km traction battery warranty. Also 24/7 roadside assist. Scheduled servicing every 12 months/20,000km whichever occurs first. Total scheduled servicing cost for five years/200,000km is $7850 or a pricey average of $1570 per year. No capped-price servicing is offered.

The ES90 is covered by Volvo’s five-year, unlimited kilometre warranty, which is competitive for the luxury market even if it’s shorter than the cover some mainstream brands offer.

Servicing costs are currently unclear, at the time of publication. Volvo Australia typically offers five-year servicing plans for its models but is yet to finalise the cost for its electric vehicles.

Despite its long history in Australia, Volvo still has a relatively small footprint in this country with only 28 dealers/service centres spread across the country. However, more are planned to expand that coverage in the coming years.