Electric Reviews

Look out Tesla Model Y and BYD Sealion 7, XPeng has updated its G6 and we've tested what we think is the pick of the line-up - the Rear Wheel Drive Long Range.

I don’t think it’s unfair to say that, for many, the Toyota bZ4X was underwhelming when it launched.  It was fairly pricey, didn’t break ground in terms of range or features, and here in Australia we were so late to the party it had been updated overseas before it even landed. Toyota has some catching up to do, and the Touring variant of the bZ4X might be just what it needs to do that. Or at least it might be if it wasn’t $14,000 more expensive than the base 2WD bZ4X. Starting from $69,990 before on-road costs, the Touring with its larger body is the priciest of the three bZ4X grades, with the base starting at $55,990 and the standard AWD at $67,990. Admittedly, the Touring only being $2000 more expensive than the standard AWD is fair, it’s just a big jump up from the starting point for the 2WD. Also consider the bZ4X once started from $66,000 before on-roads for the 2WD and suddenly a sub-$70K top-spec seems okay, even if it’s not that competitive against the likes of the BYD Sealion 7 (tops out at $63,990) or the Mazda CX-6e ($56,990 for the highest spec). For the $70,000-plus price you’ll end up paying drive-away for the Toyota bZ4X Touring, you could probably get the same for less: Synthetic leather upholstery Heated and vented front seats Heated steering wheel Dual-zone climate control  Panoramic sunroof Two wireless phone chargers 14.0-inch multimedia touchscreen 7.0-inch digital driver display Four USB-C ports (2x front, 2x rear) Vehicle-to-load (V2L - 220V/1500W) Nine-speaker JBL sound system DAB radio Built-in sat-nav Wireless Android Auto and Apple CarPlay Under all that there’s a 74.7kWh battery that powers two electric motors, one front and one rear, for an all-wheel-drive system that makes 280kW of power (each motor has a max 269Nm output) and feels pretty peppy - 0-100km/h arrives in just 4.4 seconds. Test that out too many times, though, and you’ll not get near Toyota’s claimed range of 488km, which can be topped up from 10 to 80 per cent in about 28 minutes thanks to its fairly standard 150kW DC fast-charging (as opposed to the also-decent 22kW AC charging speed). The Touring rides on 20-inch alloy wheels with aero inserts, weighs 2065kg and is 4830mm long - 140mm longer than the standard bZ4X. It’s 1860mm wide and 1675mm tall, and thanks to its stretched dimensions gets a 603-litre boot with the rear seats up. Given the bZ4X Touring rides on the same TNGA platform as the standard bZ4X, it should be no surprise the driving experience is similar. The Touring feels very sensible. Its steering is direct without being too sharp, and makes it easy to get into a nice flow on a winding road. The ride is compliant, though not wallowy, striking a nice balance of control and comfort - though something between the contact point and cabin is causing a bit of unnecessary road noise. Aside from the 4.4sec sprint to 100km/h, however, there’s something a bit frustrating about controlling the bZ4X’s speed, and that’s a lack of one-pedal driving. The option for stronger regen and a one-pedal driving mode would help recover more energy but also make those used to EV driving more comfortable behind the wheel. Ergonomically, the driver display will probably bother some drivers - it’s visible over the steering wheel rather than through it. Peugeot has done the same for some time and the lower wheel position is said to be less tiring for your arms, but people do not like change. I don’t mind it. Oh, and if anything goes awry there are eight airbags and a very well-tuned safety system that doesn’t interfere with your driving - trust Toyota to get stuff like this right, thankfully Toyota’s standard five-year/unlimited kilometre warranty covers the bZ4X Touring, of course, but the high-voltage battery is covered for eight years/160,000km, and two years of extra motor warranty can be added by servicing annually with Toyota dealers. Servicing is capped at $190 for the first five years with intervals every 12 months or 15,000km.

EVs have come a long way in a short time. Many electric cars have price parity with petrol cars, and now electric utes can go stride for stride with diesel workhorses… at least in some areas. MG’s new U9 electric ute is easily the most capable zero-emissions dual-cab on the market, and even goes toe-to-toe with some of Australia’s favourite machines. On paper it has the razzle to get your attention and on the showroom floor it has the dazzle to get you to sign on the dotted line. There is only one variant to choose from, priced at $78,990 (before-on road costs), which is about the same as the new electric Toyota HiLux BEV. The U9 EV sits on a rugged ladder-frame chassis, which is the same type of underpinnings used by the Ford Ranger, Toyota HiLux and more. A max towing capacity of 3500kg is something no other electric ute can do and showcases its diesel-matching capability. The HiLux BEV can only muster 2000kg, and even the standard plug-in hybrid BYD Shark 6 can only pull up to 2500kg. Payload is underwhelming at just 685kg, which means there isn’t much load-lugging capacity if you have a full complement of passengers on board. At its heart is an enormous 102kWh Lithium-Ferro-Phosphate (LFP) battery that delivers a driving range of up to 430km, according to the benchmark WLTP test cycle. It can absorb up to 115kW via a DC connector, which isn’t express and will take 42 minutes to fill the battery from 20 to 80 per cent. It can suck up a max 11kW of AC juice, which will take about 12 hours to fully recharge. Four-wheel-drive grip comes from two electric motors that pump out a combined 325kW and 700Nm. This is good enough to propel it from 0-100km/h in 5.8 seconds, which puts it in Ranger Raptor territory. There are no diff locks, high and low gears and it can only wade up to just 550mm. It does have good ground clearance at 230mm, which can be increased via plush air suspension. Approach and departure angles are 29- and 25-degrees, which is ok. MG claims the U9 EV is a lifestyle vehicle, which is code for a vehicle that won’t tackle the harshest off-road tracks but feels more at home around town and on light adventure duties on weekends. So it fits the brief. On the road it is a capable performer, with a groundswell of torque delivering urgent shove when called upon. The U9 EV has ditched the leaf springs found in conventional load luggers for a more sophisticated multilink set-up that helps it feel more SUV like on the road. Steering is well weighted and direct, again it feels more like an SUV to steer than a ute. One thing the U9 EV can’t hide is its bulk. It feels enormous on the road, more so than even super-sized American utes. There is good seat and steering wheel adjustment to help you find a comfy driving position. Vision is compromised out the front, with it hard to see over the giant square bonnet. It made traversing bumpy ground and short descents difficult. Luckily it has an array of sensors and cameras to help you navigate tight spots and rough terrain. It barely cracked a sweat doing a short tow test with a light caravan weighing under a tonne. As with many Chinese electric cars, safety tech is overbearing with plenty of beeps and bongs. It isn’t the worst I’ve experienced but still not ideal. The U9 EV is plenty practical, with several 220-volt powerpoints in the tray to help you charge your tools, power appliances and campsite. A front cargo space (or frunk) under the bonnet holds up to 236L, which means ute owners finally have a spot to put their shopping that won’t scramble the eggs on the way home. And a full-size spare is standard. Step inside and the cabin is not too shabby, either. The first thing you notice is there are actually buttons and dials on the dashboard and steering wheel, giving you tactile control over climate, multimedia and driving assist functions, which is a welcome break from the minimalist interior craze of the past few years. Passengers are greeted by leather-wrapped seats up front that are power adjustable, heated, with the driver’s seat ventilated and offering a massage function. The steering wheel is heated and the rear seats are covered in synthetic leather. There's a 12.3-inch touchscreen and a driver display of the same size. Apple CarPlay, Android Auto, sat-nav and an eight-speaker JBL stereo are all standard. There is LED lighting front and back, 64-colour ambient lighting inside, dual-zone air conditioning, wireless device charger, two USB-A and USB-C charging ports and over-the-air update capabilities. The U9 EV is a commercial vehicle so isn’t eligible for MG’s conditional 10-year warranty. Instead it can bump its standard five-year guarantee up to seven years/160,000km if serviced with an MG dealer every scheduled workshop visit. A service is due every 24 months/30,000km and the price for 10 years of logbook services is $2755. Safety is comprehensive with all the boxes ticked, including: Auto emergency braking Adaptive cruise control Lane keep assist Lane departure warning Blind spot warning Rear cross-traffic alert Rear collision warning Door opening warning Driver monitoring system 7 airbags 360 degree camera Front and rear parking sensors

Part of being a Polestar 3 owner is knowing that almost everyone you’ll meet will ask you what a Polestar 3 is. But the other part is knowing you have what I think is one of the most exceptional electric SUVs on the planet. Print this out on a piece of paper and hand it to people who ask: The Polestar 3 is the largest SUV in Polestar's line-up It’s called the 3 because it’s the third car from Polestar It takes close to 20 minutes to charge It has a bit more than 600km of range Goodbye now Stuff you don’t have to tell them is that this one, the one we’ve tested, is the cheapest Polestar 3 at $116,700, before on-road costs, and that’s because it’s the kind with just one motor (at the rear for rear-wheel drive) and the smaller battery at 92kWh. Still, that battery in this updated Polestar 3 is bigger than the 82kWh battery in the previous version and that price is less than you would have paid for this SUV last year ($118,420, BOC). This updated Polestar 3 brings some substantial changes and if you’re thinking about buying one your timing is good. Not only has the battery size gone up and the price down, the electric architecture has increased from 400V to 800V, which now allows it to charge at a super-fast 310kW for the Rear motor. Even higher spec Polestar 3s can charge at 350kW now. There aren’t a great deal of 350kW chargers around yet but the Polestar 3 is future-proofed against being outdated by new tech quickly. We only had the Polestar 3 Rear motor variant for a week and despite daily driving with plenty of urban roads and motorways the 604km range (WLPT) was way more than we needed and we handed the SUV back with 350km of range and 68 per cent charge left in the battery. That equates to an energy efficiency of 15.4kW/h/100km. I’ve become used to seeing 20kWh/100km for large SUVs, so this is outstanding. Polestar says you should see between 17.6-21.6kWh/100km, so we did well. The Rear motor variant might be the most affordable Polestar 3 but it has more range than the priciest Performance grade (593km) and a smidge less than the all-wheel drive Dual Motor (635km). This entry-grade Polestar 3 is good value considering it’s a prestige car and a rival to the closely related Volvo EX90 and Mercedes-Benz EQE.  The standout standard features include: 20-inch wheels Active LED headlights Power tailgate Panoramic glass roof Three-zone climate control 14.5-inch display (with Android Automotive operating system) Google connected services Apple CarPlay and Android Auto New-gen NVIDIA computer processor Head-up display 10-speaker audio Wireless charging Nappa leather trim (animal welfare secured) You’d be wise to also check out the Zeekr 7X because it's made by the same Chinese company that owns Polestar - Geely. Yes, Polestar is branded as a Swedish company and while its cars are designed in Sweden, many of Polestar's cars are made in China. However, the Australian-spec Polestar 3 is now sourced from the USA.  Geely owns Polestar, Volvo and Zeekr. The brands share the same tech, but with different designs although I think Polestars and Volvos look the most similar. You can see that especially in the front and rear lighting designs and also in the minimalist interior styling. Polestars are more avant garde than Volvos and nothing proves this more than the Polestar 3 which is this brand’s version of Volvo's tall, boxy and conservative looking EX90 SUV. There are elements to the Polestar 3’s design that make me go “ooohh” and other bits which make me go “huh?”. Things that make me go huh? The integrated spoiler on the bonnet is the biggest one, but so is the side profile and the rear quarter panel treatment. I don’t find it appealing and I think the sloping roofline reduces practicality and the boot’s cargo capacity. But there are lots of “ooohs” as well. I do love how futuristic and prestigious the Polestar looks and there’s also a beefy toughness to the exterior with the muscular rear haunches and the wide body look. That image here of the boot open from the rear shows off how wide this beast is.  That width isn’t an illusion - the Polestar 3 is 1968mm across and that’s not including the wing mirrors which when added bring the total to 2120mm. That's like Bentley-Bentayga SUV wide and the 2985mm wheelbase is also long and limo-like.  And that does equate to a roomy cabin, with enormous amounts of legroom and headroom in the second row even for me at 189cm tall. Boot space behind the second row is 575 litres which is about 100 litres less than the boxier EX90, but there is a 24-litre front boot, too. I love the interior. Not only is it practical with an excellent use of space for storage but the cabin is sumptuous, comfortable and modern. The quality feel is better than so many higher priced rivals. That comfort extends into the serene and effortless driving experience.  Yes, the 0-100km/h in 6.5 seconds acceleration time of the Rear motor variant we tested isn’t as brutally quick as the Dual motor’s 4.7sec or the Performance’s 3.9, but it’s definitely not slow. That long wheelbase means ride comfort is lovely, and dynamically the Polestar 3 feels stable and planted thanks most likely to not being a tall top heavy traditionally shaped SUV and more station wagon with a bit of extra ground clearance. The Polestar 3 really benefits from its Volvo connection when it comes to safety, scoring the maximum five-star ANCAP rating in 2025 with 94 percent for child occupant protection and 90 per cent for adult occupant protection.  There’s AEB (the forwards, rear and junction kind), lane keeping assistance and blind spot warning with steering assistance.   There are also nine airbags, five exterior cameras, one radar and 12 ultrasonic sensors. The Polestar 3 is covered by a five-year, 100,000km warranty, while the battery has an eight-year/160,000km warranty. That isn’t outstanding compared to mainstream brands. The good news is servicing for the first five years or 100,000km is complimentary with five years' roadside assistance also free of charge. 

The Leapmotor B05 Design is a new, would-be rival to the likes of the BYD Dolphin, GAC Aion UT and MG4, as well as petrol or hybrid hatchbacks like the Toyota Corolla, Mazda3 and Kia K4, blending European expertise with Chinese value.  Priced from $39,990 drive-away, this electric hatchback isn’t the cheapest on the market, but it does come reasonably well equipped for the price. Leapmotor B05 Design standard equipment: 19-inch alloy wheels LED headlights  8.8-inch digital driver display 14.6-inch multimedia touchscreen Wireless Apple CarPlay and Android Auto Satellite Navigation Wireless phone charger NFC & Bluetooth key Fixed panoramic glass roof with electric sunshade 12-speaker Surround Audio System  Interior ambient lighting Heated steering wheel Heated front seats Rear centre armrest and cupholders While the B05 was very much driven by the European side of the Leapmotor International operation because of its preference for hatchbacks, there’s no doubt it has a distinctive family look to sit nicely alongside the B10 and C10 SUVs. The company says it has a ‘coupe silhouette’ and a ‘wide-body stance’ to give it a sporty look, which also helps it cut through the air better and help with the range. While it’s very much a conventional five-door hatch, it does look well proportioned and inoffensive, which is a good place for Leapmotor to find itself in these early days in Australia. Inside, the overall level of design and finish has been lifted from previous Leapmotor models, and while not yet to European or even some Japanese standards, this is a clear step forward for the brand. Technology is clearly a key selling point for Leapmotor, with a lot of its marketing presentation focused on a younger demographic  It certainly has a clean and straightforward interior, but that’s expected from most modern cars, but in particular the Chinese. There are the two screens for all information and entertainment, but almost no buttons or switchgear.  It means you need to either rely on the voice command, which can be hit and miss, navigate the multimedia screen menus or remember what each of the multi-purpose buttons and dials on the steering wheel do. In short, it’s not a particularly user-friendly car to drive, especially when you’re new and learning its controls. The digital key is a nice touch, but the need to place the NFC card into a specific spot feels like it diminishes the ease-of-use for what is a ‘keyless’ car. The B05 Design is powered by a 160kW and 240Nm electric motor which, unlike most hatches these days, drives the rear wheels.  The Design is powered by a 67.1kWh lithium phosphate battery (LFP) that provides a theoretical driving range of 482km. On the safety front, the B05 Design is equipped with enough safety features to score a five-star ANCAP rating. However, some of the systems are poorly calibrated, in particular the lane keeping assist, which diminishes what is an otherwise pleasant driving experience.

Leapmotor is looking to expand its appeal in Australia, with its latest addition being the all-new B05 hatchback. This is a more European-focused model than its previous Chinese-centric SUVs, which is why development was shared with the European-based engineers from Stellantis. But Leapmotor has already earned a reputation for sharp prices and the B05 is no different. The entry-level B05 Style starts at $35,990 drive-away. For that price you receive the essentials, but not much in the way of luxuries. B05 Style standard equipment: 19-inch alloy wheels LED headlights  8.8-inch digital driver display 14.6-inch multimedia touchscreen Wireless Apple CarPlay and Android Auto Satellite Navigation Wireless phone charger NFC & Bluetooth key While the B05 was very much driven by the European side of the Leapmotor International operation because of its preference for hatchbacks, there’s no doubt it has a distinctive family look to sit nicely alongside the B10 and C10 SUVs. The company says it has a ‘coupe silhouette’ and a ‘wide-body stance’ to give it a sporty look, which also helps it cut through the air better and help with the range. While it’s very much a conventional five-door hatch, it does look well proportioned and inoffensive, which is a good place for Leapmotor to find itself in these early days in Australia. Inside, the B05 offers a good level of space and practicality for a hatchback, however, the Style does miss some basic elements, such as a rear armrest, which means no cupholders for those in the back. Technology is clearly a key selling point for Leapmotor, with a lot of its marketing presentation focused on a younger demographic. It certainly has a clean and straightforward interior, but that’s expected from most modern cars, but in particular the Chinese. There are almost no buttons or switchgear, which means a not particularly intuitive or user-friendly operating experience. The B05 Style is powered by a 160kW and 240Nm electric motor which, unlike most hatches these days, drives the rear wheels. The Style features a 56.2kWh lithium phosphate battery (LFP) which provides up to 410km of driving range, according to the WLTP test cycle. In terms of safety, Leapmotor has included all the necessary features to score a five-star ANCAP rating. However, the brand still needs to better integrate and calibrate the advanced driver assistance systems (ADAS) to ensure they do not irritate the driver.

Leapmotor has taken its next leap forward with the arrival of its first hatchback - the B05. It brings more European handling and practicality, at a Chinese price. But there are still key areas it needs to improve in to become a more popular choice for Australian buyers.

The Porsche Taycan officially has hot competition in the form of the Polestar 5 electric grand tourer. Essentially a concept car come to life, read on to see how it performs on Aussie roads.

The 2026 Mercedes-Benz GLB replaces the popular, boxy GLB and EQB models but now it has more tech and represents better value-for-money. The line-up features two mild-hybrid and two electric grades. Like other grades, the flagship GLB350 4Matic has a solid list of standard gear: Keyless entry and start 10.25-inch driver instrument display 14-inch central multimedia touchscreen Google Maps Digital radio Heated and power-adjustable front seats 360-degree camera Head-up display Black synthetic leather Ambient lighting Heated front seats Privacy glass from the B-pillar back Power tailgate Panoramic fixed glass roof Automatic climate control 20-inch alloy wheels Standard safety gear is also extensive and it works well on the road with few interventions. The all-wheel drive GLB350 4Matic ups power and torque to 260kW/515Nm and has a 0-100km/h dash time of 5.5 seconds. The dual-motor GLB350's range is 554km and it uses 17.7kWh/100km of energy. The new GLB uses an 800-volt architecture supporting DC fast charging up to 320kW. Under the right conditions at a high-powered DC charging station, you can technically add up to 260km of range in 10 minutes, according to Mercedes. AC charging capacity is available up to 22kW and there are four regenerative braking modes, as well. Like all grades, the GLB350 has seven seats but Benz says only people up to 171cm tall should sit in the third row. The second row seat base rolls forward and back to make it easier to get into the back row.

In early 2021 Volvo got on the EV front foot with a commitment to phase out all internal-combustion engine (ICE) models, including hybrids, by 2030. Volvo Car Australia went one further and staked a claim for an all-EV line-up by 2026. But the Swedish brand walked all that back a bit in 2024, citing changing market conditions and slow infrastructure growth to arrive at its current 2030 goal of 90 to 100 per cent of global sales consisting of fully electric and plug-in hybrid models with a modest percentage of hybrids, if required. No matter which way you cut it, though, Volvo has been pushing the pure-electric vehicle barrow hard for some time and the EX90 is its current flagship. As its name implies the seven-seat EX90 is effectively a zero tailpipe emissions equivalent of the long-serving XC90 ICE SUV and the Plus variant we’re testing here is a single-motor, rear-wheel-drive entry grade sitting under the top-spec dual-motor, all-wheel-drive Ultra. Unlike many ‘base’ models the Plus boasts an impressively long list of included features for its $124,990, before on-road costs, asking price. Aside from the performance and safety tech we’ll get to shortly, standard spec highlights include: Four-zone climate-control Heated steering wheel 14.5-inch multimedia display 9.0-inch instrument screen Head-up display LED headlights (active), tail-lights & DRLs Power-adjustable steering column Rain-sensing wipers 20-inch alloy wheels Panoramic roof 360-degree camera view Synthetic leather trim Hands-free power tailgate Heated power front seats (with driver memory) Heated second-row seats Power-folding third-row backrests Bose audio (14-speaker with digital radio) Google Assistant, Google Maps and Google Play Store Wireless Android Auto/Apple CarPlay Wireless phone charging There’s more, but even that list is what you’d expect plus a little more from an SUV in this price bracket and our test example included half a dozen options including Bowers & Wilkins hi-fi sound ($3000), an electrochromatic panoramic roof ($1500), 21-inch rims ($1200), tinted rear windows ($1050), ventilated front seats ($1000) and Denim Blue metallic paint ($0). Price as tested is $132,740, before on-road costs. A strong alternative to the Cadillac Vistiq (from $116,000), Kia EV9 GT-Line (from $121,000) or Hyundai Ioniq 9 (from $119,668), all before on-road costs.   At just over five metres long, more than 2.0m wide and over 1.7m tall with a 2985mm wheelbase, the EX90 is a sizeable machine. The Charcoal upholstery and Light Ash wood trim elements on our test car lift the interior vibe, although the grind of family life would mean keeping the cleaning kit handy. Plenty of breathing space up front with loads of storage including big door bins, a lidded central box, cupholders, an under-console bay and a glove box (which no matter how many times we pressed the on-screen opening button refused to cooperate). The 40/20/40 split-folding second row seat is comfy and supportive with each section sliding individually to allow negotiation with those in the third row for extra legroom. The Volvo offers lots of headroom for me at 183cm tall and ample width, although the rear centre spot is best thought of as an occasional position. Cupholders, bins, vents and pockets aplenty. With the second row set for adequate legroom for me, the third row lines up as a kid-friendly zone doubling as emergency adult accommodation. Still, there are cupholders and storage bins back there. There are no less than six USB-C sockets throughout the cabin and a 12-volt socket in the boot. Speaking of the boot, its capacity is a handy 324 litres with all seats up, expanding to a generous 697L with the (power-folding) third row backrests lowered and 1316L with the second and third rows down. The power tailgate operates hands-free and there’s a 46L front boot under the bonnet. But the bad news is there’s an inflator repair kit rather than a physical spare tyre. Not good enough. Power in the EX90 Plus is provided by a single electric motor sending a healthy 245kW/480Nm to the rear wheels and claimed 0-100km/h acceleration is a snappy 6.8 seconds. The battery is a 92kWh NMC (Nickel Manganese Cobalt) pack which is good for a claimed range of “up to 479km” and the EX90’s 800-volt architecture means on a 300kW DC charger it goes from 10 to 80 per cent full in 24 minutes, which is average for this kind of set-up. Claimed energy use on the combined (urban/extra-urban) cycle is 21.6kWh/100km and over a mix of city, suburban and freeway running over a week on test we saw an average of 19.0kWh/100km. Not bad and a real-world range approaching 480km should be eminently doable. Once underway the EX90 Plus is an effortless, comfortable and stress-free drive. The front seats are great and although you can feel the car’s 2.6-tonne weight in quicker corners the suspension is well calibrated and the steering (adjustable through three settings) provides surprisingly accurate response and decent road feel. It’s quiet, which sounds like stating the bleeding obvious in an EV, but even in this context the refinement is serene. Acceleration is rapid, to the point where it’s hard to justify the dual-motor Ultra’s 500kW/870Nm and the adjustable regenerative braking works beautifully, although it’s worth noting the maximum single-pedal mode doesn’t bring the car to a full stop. There’s also a ‘Creep Mode’, which sounds disturbing but is designed to help you nudge ahead in heavy traffic as the car in front of you moves on. We gave it a try but ultimately opted for the off position. In fact, there are a thousand and one adjustments available through multiple vehicle set-up screens. Too many to detail here, but suffice it to say fine-tuning is a fun and worthwhile activity. That said, there are too many in-screen controls for my liking. Everything from the climate set-up to opening the glove box. Things like exterior mirror adjustment and steering wheel position are referred to switches on the steering wheel but it feels like an unnecessary complication. No surprise, active (crash-avoidance) safety tech is extensive with things like lane-keeping, speed limit warnings and driver attention alerts operating without undue interference. There are seven airbags on board if a sheet metal interface can’t be avoided. Although the EX90 tracks maintenance requirements and tells you when it's time for a service, the nominal interval is 12 months or 15,000km. A service plan covering the first three workshop visits will set you back a competitive $1490, and a Service Plan Plus, including wear and tear items like wiper blades as well as brake discs and pads doubles that number to $2990. Volvo’s five-year/unlimited kilometre warranty is still par for the course in the premium part of the market and there are 39 Volvo dealers across the country (with the exception of the Northern Territory).