Hyundai Elantra vs Volvo Es90

What's the difference?

The Elantra might be overlooked compared to its famous i30 stablemate, but it shouldn’t be. It’s every bit as entertaining to drive and just as well equipped.

It’s a shame active safety is on the option list for lower trim levels, and there’s no radar features on higher ones, and the unnecessary styling changes might polarise buyers. But the Elantra is otherwise a well-equipped and rewarding-to-drive package across the range.

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.

Despite being a facelift of the rather good looking 2016 Elantra, the 2019 car has taken a hard turn into the domain of triangles and right-angles.

The new styling has proved controversial in the CarsGuide office. The Go and Active seem to have largely abandoned many of the styling points which Hyundai has invested in over the past few years, with their vertically lined grilles and abundance of triangle light fittings.

All the extra space on the big, flat rear is taken up by the big-font ‘Elantra’ text and Hyundai logo, which is '90s-style in design.

The Sport and identical-from-the-outside Sport Premium are angry looking cars, with frowning LED light fittings, giant alloys and an abundance of angular black highlights.

The side skirts, rear diffuser and spindle grille give the Sport variants an impressive amount of presence on the road. There’s no spoiler to be found, though.

Inside, the Go and Active are a fairly basic offering, with the Active scoring a leather wheel and some extra niceties. The dash is a sea of grey, however, and the nice touchscreen is humbled by its old-school in-dash positioning.

The Sport grades add some more sophisticated touches, with sporty leather-trimmed seats, a flat-bottomed steering wheel and a more subtle climate-control console rather than the clunky air-conditioning one used in lesser variants.

All cars have a sensible trip computer and simple gauges in the instrument cluster.

Missing from any variant is a digital dashboard as seen in the Honda Civic. There’s also the argument that the Elantra’s cousin, the Kia Cerato, has a more forward-thinking cabin design.

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.

Up front, the Elantra offers decent room. The Cabin feels a smidge more spacious than its i30 hatch sibling, and there’s plenty of leg and headroom on offer in every variant - except for the sport premium, which has a cropped roofline due to the sunroof. While there’s a decent centre console box, the door lacks a bit of padded trim for your elbow.

Like the rest of Hyundai’s range, the Elantra has a slew of generous cubbys and cupholders throughout the cabin. Underneath the air-con console is a deep trench which houses a 12v output, USB port and, in the Sport Premium variant, the Qi wireless phone charging pad.

Rear passengers are granted great legroom and decently sized cupholders in the doors, as well as a drop-down arm rest with two more cupholders.

The Active and Go lack rear air vents, whereas the Sport and Sport Premium offer two for back-seat passengers.

The available boot space should serve as a reminder why sedans shouldn’t be overlooked for practicality reasons, with 458 litres VDA on offer. Still, it is bested in this segment by the luggage capacity of the Cerato (520L), Civic (517L), and Impreza (460L). A rubber cargo liner and fabric bumper protector are available as genuine accessories.

In an annoying niggle, the Sport variants ride quite low around their midsections due to the flared bodykit bits. I found these would quite easily scrape if you weren’t careful over speedbumps or shopping centre ramps. Go and Active variants were fine in terms of clearance.

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…

There are two engines in the Elantra range. A dated 2.0-litre non-turbo engine which has hung around for a long time in Hyundai’s stable, and a much newer 1.6-litre turbo engine in higher variants.

Unlike the i30, there’s no option for a 1.6-litre turbo-diesel. Any EV and plug-in hybrid versions are still beyond the horizon (perhaps pending the success of the Ioniq).

The Go and Active variants share the 2.0-litre engine which produces 112kW/192Nm. The Go is available as either a six-speed manual or a six-speed traditional torque converter automatic. The Active is six-speed auto only.

The Sport and Sport Premium are powered by the excellent 150kW/256Nm 1.6-litre turbo. Aside from the Kia Cerato GT, which shares the same engine, the next closest competitor at this price point is the outgoing Mazda3 SP25 (139kW/252Nm).

The Sport and Sport Premium can either be had with a six-speed manual gearbox or a seven-speed dual-clutch automatic, and can cycle between ‘normal’, ‘sport’ and ‘eco’ drive modes.

The Elantra range is a strictly front-wheel-drive affair, as there’s no option for all-wheel drive.

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.

All 2.0-litre Elantras have claimed/combined fuel usage figures of 7.4L/100km. Against this claim I scored a very reasonable 8.0L/100km in my road test of the Active.

The 1.6-litre variants have a marginally better claimed consumption figure of 7.0L/100km against which I scored 9.0L/100km in my test of the Sport. If you’re having fun, expect at least 9.0L or above. That’s a compliment.

All Elantra variants happily consume regular 91RON unleaded and have 50-litre tanks. Good stuff.

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.

All Elantra variants are great to drive. They share excellent suspension and steering characteristics, lending them a rewarding experience in the corners while not being too stiff or too soft over bumps.

The 2.0 litre variants offer, well, acceptable power, even if they're a little on the thrashy side, and their ride comfort is boosted by sensibly sized alloy wheels and soft rubber.

Sport variants are genuinely a blast to drive. The 1.6-litre turbo has small amounts of lag, but is otherwise strong through 1500-4500rpm. Torque steer is present but manageable, and even adds a little to the excitement.

Thick (and pricey) Michelin Pilot Sport 4 tyres (225/40R18s) help keep the Elantra Sport planted and surprisingly grippy through the corners.

Road noise is acceptable but not stellar across the range. The same goes for the 10.6-meter turning circle.

Truly gone are the days where you should question whether Korean cars can be fun; the Sport and Sport premium do a better job of channeling the characteristics of Japanese sports sedans of the '90s and '00s better than most current Japanese nameplates.

On the downside, the silly flared body kit on the Sport variants limit ground clearance on ramps or speedbumps and can be prone to bottoming out. This combines with the easily scratched giant wheels to make for some nervous driving.

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.

Hyundai covers its range with an on-par five-year, unlimited-kilometre warranty promise offered by most of the competition. It is outdone by its mechanical twin, the Kia Cerato,with its seven-year warranty.

Hyundai’s fixed service program is one of its strong suits, with service pricing on turbo Elantra models locked between reasonable $273 to $460 costs per visit, locked all the way out to 168 months/210,000 kilometres. And even beyond that there's the optional pre-paid ‘iCare’ packages. Costs are slightly less for 2.0-litre cars.

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.