McLaren Artura vs Volvo Es90

What's the difference?

McLaren’s most liveable offering proves hybrid heroes have a place in the supercar stable of tomorrow. Angry and affable in near-equal measure, it is utterly docile during the week and completely bonkers on the weekend.

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

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.

As is pretty par for the course with McLarens, the Artura's design is more about aerodynamics than aesthetics, with everything you see outside designed to either help you slip through the air, or stick to the road.

There is, however, one important new part of the design, and that is the roof, which opens in 11 seconds and at speeds of up to 50km/h, meaning you should never be caught in sudden rain.

Elsewhere, you’ll find it is all angles and alloys outside, while inside, it is a pretty driver-focused experience. I particularly love the steering wheel, which is totally free of buttons – a refreshing change which means it has one job and one job only.

Then there’s the central screen, which looks a bit like it’s just been plonked in the cabin, but works seamlessly. One note, though. It's positioned a little too low, meaning you have to take your eyes right off the road to look at it when driving.

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.

Practical? Not really, but then, what were you expecting? There are two seats, some 124 litres of luggage space in its under-bonnet boot, phone connections and… well, that’s about it.

One design element I do love, which counts as a practicality perk, is the glass finish applied to the rear buttresses, which don’t just look cool, but help you see out the back when peering over your shoulder.

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 magic of the Artura’s powertrain isn’t the twin-turbocharged V6, but its dinner-plate-sized e-motor, which adds 70kW and 225Nm to the total outputs.

In EV mode, which lasts around 33km, that’s all the power you get. But when both power sources are in use, the e-motor essentially plugs any turbo lag or power holes, delivering smooth, constant and massively ample power.

How much power? Try 515kW and 720Nm — up some 15kW on the existing Artura — unlocking a sprint to 100km/h in 3.0 seconds, a run to 200km/h in 8.4 seconds and from a standstill to 300km/h in 21.6 seconds.

That power is fed through an eight-speed automatic and channelled to the rear tyres, with the help of an 'E-Diff', while pre-configured 'Electric', 'Comfort', 'Sport' and 'Track' modes arrive as standard, too.

There are also a heap of suspension and software enhancements, longer-laster braking, stiffer engine mounts to tighten the entire vehicle, faster damping, significantly quicker gearshifts and a broader rev range.

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.

You can plug the Artura in, of course, and taking the 7.4kWh battery from zero to 80 per cent charged will take around 2.5 hours. McLaren reckons you can expect fuel use of around 4.8L/100km when both powertrains are in operation.

Be warned, though, there’s enough magic used to fill Hogwarts when it comes to calculating that number, and you can expect that figure to likely double if driving sedately, and skyrocket if you get on Tinder terms with the accelerator.

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.

I know it sounds strange, given how knife-sharp and angular the McLaren Artura Spider looks, but perhaps this plug-in powerhouse's biggest party trick is not how it operates at its 8500rpm redline, but how it behaves at low speeds in town or cruising on the freeway.

This is a properly comfortable supercar, happily tootling around in near-silence in in EV mode, or just cruising around, the improved damping smoothing out the road below and the exhaust note barely noticeable.

Honestly, there was a moment on this test drive when I found myself in EV mode with the roof down while travelling at around 70km/h, and I could hear birds chirping as I passed them, such was the calm ambience of the cabin.

Supercars aren't designed as daily drivers, but the McLaren Artura Spider is so effortlessly easy to live with you could use it as your weekday runabout, before unleashing it on the weekends.

Open the taps a little more, though, and suddenly that nature changes, unlocking a darker and more dynamic side to the McLaren's personality, courtesy of the 3.0-litre twin-turbo V6, putting the entire 515kW and 720Nm at your disposal.

I don't think I've driven a car in which the distance between its twin personalities is so vast. Plant your right foot and the acceleration (0-100km/h in just 3.0 seconds) is properly violent, while the gearing has been set up in a way that it is near impossible to hit the redline on a public road – at least without obliterating the speed limit.

The steering is a predictable highlight – super direct, and near-telepathic in the way it responds to your inputs. The eight-speed auto goes about its work with seamless efficiency, too.

The biggest highlight, though, is the Artura's agility. McLaren is famed for taking an approach to removing weight from its vehicles that is so ruthless it's a miracle they don't make prospective owners step on a scale before handing over the keys. And while its true convertibles are heavier than their hardtop counterparts, you can't tell in the Artura Spider.

Instead, the brand has worked to remove weight and tighten the drive experience, mostly through new and stiffer engine mounts and that single piece carbon-fibre tub, which is why there is no additional body stiffening required in the convertible over the coupe.

As a result, the Spider feels light, lithe and super reactive, devouring corners with no jiggling or roll and no different (in that sense) to the hardtop version we drove last year.

One of the other big changes the brand made this time around is to retune the exhaust, making it louder and more natural-sounding, and you can take advantage of that in the Spider, with the rich bass filling the cabin as though your own personal orchestra is being conducted by your right foot.

So, if you're in the camp that says electrification has no place in the world of supercars, you're wrong. Electrification doesn't hamper excitement here, it enhances it.

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.

The Artura arrives with a five-year, unlimited-kilometre warranty as standard, while the battery is covered for six years or 75,000km. Five years of roadside assistance is thrown in, as are your first three years of services.

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.