Volvo Reviews

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).

Before the first decade of the 21 century was up, there was evidence the cult of the SUV was well and truly gathering pace. Conventional sedans, hatchbacks and even station wagons were falling victim to the almighty SUV, and even station wagon stalwarts like Volvo were revisiting their future model plans. Which is why diverse Volvo V70 station wagon line-up of previous generations was pared back to just a single model – dubbed T6 AWD - for the 2008 launch of the third-gen V70. Gone were the cooking models and five-cylinder variants with and without turbochargers and in was a high-spec turbocharged six-cylinder V70 with all-wheel drive. In a packaging sense, this was still very much a classic Volvo wagon with a boxy outline and lots of room inside relative to its footprint. But the sharp-edged look of previous V70s was softened a little. And where did the previous V70’s customers go for their next Volvo station wagon? To the new XC70, of course, with its jacked-up ride height, tacked on wheel arch extensions, range of trim and driveline options (including a then-sexy turbo-diesel option) and SUV persona. Which left the V70 with its more conventional looks and stance as some kind of orphan. Thing is, it was probably the better of the two Volvos to drive, with better suspension control and the lower ride height making it more dynamic. A facelift in 2010 brought a revised engine with slightly more power and a claim of better fuel efficiency. In an overall sense, the V70 was a great car. It typified Volvo’s approach to sensible car-making at a time when the company was being pushed into the fashion-driven SUV world. But when you consider that even a Volvo SUV was never going to be an off-road vehicle, the plane-Jane V70 is now the smarter buy. With a very similar all-wheel drive system to the XC70, the V70 is all but as competent on slippery or loose surfaces. And nobody has ever complained about the versatility or practicality of a Volvo two-box wagon. Volvo has made its name on reliability, but like any modern car, increasing complexity can take its toll on this aspect. Because of that, Volvo’s once rock-solid reputation for going the distance had faded a little by the time the V70 came along, and it’s fair to say overall reliability was no longer any better than most other mass-market European brands. Volvo’s simpler (non-turbocharged, front-wheel drive) designs were much less likely to give trouble; proof that complex machinery is often more highly strung. The biggest reliability glitch experienced by the V70 was a tendency for some engines to consume excess oil. In the worst cases, entire engines were being replaced under warranty, and you’d like to think any V70s still out there have been fixed or never had the problem in the first place. A compression check prior to purchase would still be a good idea, however. Some V70s also suffered from poor shift quality in the transmission, and this was sometimes traced back to dirty fluid or a transmission that required a reflash. In a smaller number of cases, the clutches inside the transmission were subject to premature wear. Like any high-performance turbocharged engine, the turbo unit can have a finite lifespan and is almost considered a consumable item. Allow for this in your budget. The same goes for the individual ignition coils which can break down over time, and the V70 seems pretty hard on suspension bushes (probably a function of its 1800-plus kilo kerb mass) and all-wheel drive loads. Cars like this are also hard on brakes, but in the Volvo’s case, the advice is to replace not just the brake pads but also the rotors at the same time. This can get pretty expensive. Make sure all the interior electronics work properly, too. If these are on the blink, you could be chasing intermittent problems for a long time. Despite Volvo’s reputation for building safe cars, it’s interesting to note the V70 was recalled on a couple of major safety fronts over the years. A batch of cars built in 2008 was recalled to check the operation of the side-airbag system, while some cars built in 2010 and 2011 were recalled to check the front airbag deployment. Long after the third-gen V70 was discontinued, a recall notice was also issued to check for front seat belt mounts (cables) that could fray and fail over time. The V70 was also recalled to check cooling fan and fuel-pump operation, and you can check out these recalls in detail by visiting: https://www.vehiclerecalls.gov.au/. Early-build cars were the ones most likely to suffer from reliability issues, so the later the build-date, the better the car is likely to be now. The oil burning problems were reportedly solved by the time the 2012 model landed, so a car with an earlier build date is the one to avoid. People don’t tend to buy Volvo station wagons to look at them in the driveway. So, it’s not uncommon to see examples with 250,000km or even more showing. With proper servicing, this should not signal the end of the vehicle’s useful life, but you’d need to see proof of the correct servicing before handing over the money. The post-facelift version of the V70 had more power from the same engine, so it’s probably the one to choose. Beyond that, there’s not much of a decision to be made as the V70 was only available in one trim level and specification (T6 AWD). If you’re looking for more options in the same package, perhaps look at the previous model (the second-gen V7 from 2000 to 2007) which had a choice of petrol engine outputs, two- or four-wheel drive layouts and different trim levels to suit different budgets. Failing that, the XC70 that sold alongside the third-gen V70 offers turbo-diesel power. Roughies with really high mileage are around for less than $10,000 now, but there’s probably better value in spending closer to the low-teens for something with a service record and more moderate kilometres on board. Volvo is a huge global brand and its cars are sold around the world. So, even if you are struggling to find a part in Australia (unlikely) you can always cast the (inter)net wider and shop overseas for cheaper parts. Be wary of seller you aren’t familiar with, and check out buyer feedback to make sure you’re dealing with a reputable supplier. While earlier versions of the V70 were decent sellers for Volvo in Australia, this version was a pretty slow mover in the showroom. It’s unlikely more than a few hundred were sold which is why they’re now hard to find second-hand.

Many premium European carmakers have launched new mid-size electric SUVs, including BMW and Mercedes-Benz, but now it’s Volvo’s turn and it could be the pick of the bunch. The Volvo EX60 is an electric counterpart to the XC60, which has been the brand’s best-selling car for more than 15 years. This means the EX60 has a lot to live up to, however there is growing demand for electric vehicles (EVs), especially amid the fuel crisis. To get a feel of this new Volvo electric SUV, we got a spin on the outskirts of Barcelona ahead of its Australian arrival late in 2026. At launch there are going to be two versions of the EX60 – the Ultra P6 RWD, priced from $86,990 before on-roads and the Ultra P10 AWD, priced from $101,990. This entry price notably undercuts the BMW iX3, which starts at $109,900 before on-road costs. However, the German carmaker is launching with the top-spec 50 xDrive trim with 805km of WLTP-claimed range first, whereas Volvo is launching with mid-spec versions of the EX60 with smaller batteries and less range initially. It’s understood that the range-topping P12 AWD trim, as well as a more affordable, entry-level grade will arrive in 2027. The price tag is even more appealing when you consider the amount of standard kit you get. Australian-spec EX60s all receive 21-inch alloy wheels, matrix LED headlights, a power tailgate, 11.4-inch digital instrument cluster, 15-inch touchscreen multimedia system, 28-speaker Bower & Wilkins sound system, three-zone climate control and synthetic leather. Opting for the Ultra P10 AWD brings adaptive suspension rather than a passive set-up with frequency selective dampers, as well as Nappa leather upholstery. One of the biggest drawcards with this new Volvo electric SUV is the driving range. The entry-level P6 gets an 83kWh lithium-ion battery with 610km of WLTP-claimed range, whereas the P10 trim gets a 95kWh lithium-ion battery with 660km of WLTP-claimed range. That’s arguably enough to quell range anxiety for many, but the aforementioned P12 gets an even larger 117kWh lithium-ion battery with 810km of WLTP-claimed range which is slightly more than the iX3 50 xDrive and on par with many combustion-powered cars. Better yet is the charging. All EX60s have an 800V electrical architecture, meaning fast charging. The P6 trim has a peak DC fast-charging rate of 320kW, while the P10 can do up to 370kW and the forthcoming P12 up to 400kW. With the P6 and P10, this means a 10-to-80 per cent charge in 16 minutes – a game changer for long-distance road trips. AC charging is offered at rates up to 22kW which is currently the benchmark. Power in the P6 comes from a single, rear-mounted electric motor producing 275kW and 480Nm, whereas the P10 gets an additional electric motor on the front axle bringing total system outputs to 375kW and 710Nm. In practice, neither version of the EX60 feels slow or sluggish. There’s an instantaneous zip off the line, plus plenty of rolling acceleration available for quick overtakes. Adding to this, the EX60 feels nimble and dynamic which defies its circa-2.2-tonne heft. A lot of this comes down to the steering which is incredibly direct and only requires small movements to change direction. I’m also a big fan of the small steering wheel which is rather Peugeot-like and has plenty of physical buttons and toggles. Although the versions we drove in Spain were equipped with massive 22-inch alloy wheels, the ride is plush, comfortable and compliant. My only gripe is that the adaptive suspension in the softest setting can get a little too floaty over harsher imperfections or speed bumps. We’ll have to reserve full judgement of the suspension until we can drive the EX60 on Australian soil later this year. Now to the more polarising elements of the EX60. The exterior design is undoubtedly clean and aerodynamically optimised, hence the big range figures. However, the exterior door handles are far from conventional. You get into the EX60 by pushing a button on a small flap located just under the window. It’s a similar set-up to the front door handles on the Ford Mustang Mach-E. I’m sure you’d get used to it but initially the operation feels fiddly. I’d much prefer regular door handles and incur the slight range drop as this is something that didn’t need reinventing. Then there’s the interior. The landscape central touchscreen is a major departure for Volvo, but it’s easy to navigate around the native interface thanks to contextual shortcut buttons close to the driver. You need to adjust virtually everything using the touchscreen and for the most part this is easy thanks to key menus and shortcuts. However, adjusting certain things, like the steering feel for example, requires you to dig into sub-menus. It also doesn’t take long for the driver attention monitor to ding at you for glancing away from the road… Looking elsewhere around the cabin, it’s open and light. The glovebox is located at the front of the centre tunnel, plus the cupholders shoot out from the centre armrest. I would like some more covered storage up front, though. Speaking of storage, there’s massive front and rear boots. The latter even features a trick split load floor that allows you to reveal just a portion of the underfloor section. As expected with a Volvo, safety is a major focus. It’s expected the full safety suite will be standard, however exact Australian specifications will be confirmed closer to launch. The same can be said for the ownership package. To date all Volvos are covered by a five-year, unlimited-kilometre warranty which is standard for premium brands but mediocre when compared to mainstream marques.

Volvo has a history of making boxy, unexciting sedans - the ES90 does not follow that path. This all-new electric sedan (or liftback, technically) is the SUV alternative for those willing to think outside the box. We drive the new-for-2026 ES90 to tell you about its performance, range, value, design and practicality.

Volvo's EX30 Cross Country is the new adventure-focussed top-shelf variant in the company's small electric SUV line-up. This five-seat compact crossover has a dual-motor electric set-up (producing a combined 315kW and 543Nm), all-wheel drive, raised suspension, 190mm ground clearance and an exterior that more than hints at its off-road aspirations and is peppered with cool quirky touches.

The Volvo XC60 has always been a quiet achiever in the premium mid-size SUV world with its reliable family-friendly features. But it just had a big facelift. So, is this refresh enough to tempt families who want practicality and a dash of luxury?

It’s been a favourite of growing families for a couple for decades but the Volvo XC90 has just had its life extended. A significant late-life update has arrived in Australia, headlined by a plug-in hybrid version, but is the big seven-seat Volvo still the king of the private school drop-off brigade?

The Volvo EX90 Ultra Twin Motor Performance is a sleek, seven-seat electric SUV that blends luxury and tech with everyday practicality. With up to 570km of range, a powerful twin-motor set-up and a cabin full of thoughtful family features, it's Volvo's boldest EV yet. Is this the electric SUV that finally makes seven seats feel premium and practical?

The Ultra Twin Motor acts as the flagship model in the Volvo EX90 range, and lists at $134,990 plus on-road costs. It builds on the entry-level Plus’s equipment list — think four-zone climate control, a 14.5-inch central screen (vertical) with Apple CarPlay and Android Auto, but also Google built-in, giving you access to native maps and apps. Then there's wireless phone charging, a heated leather steering wheel — with niceties like ventilated seats up front, better High Definition Pixel headlights, and a wondrous 25-speaker Bowers & Wilkins High Fidelity stereo. Like the Plus, the Ultra is a twin-motor, AWD setup, delivering an impressive 380kW and 910Nm — and a sprint to 100km/h of just 4.9s. It nabs an 111kWh lithium-ion battery, and promises a WLTP driving range of 570km. When it comes time to charge, the EX90 is set up for 250kW DC fast charging, meaning 10-80 percent charged in 35mins. At home, a three-phase wallbox will take more like 10 hours. But if yours is only a 7kW connection, it will be slower still.

The Plus Twin Motor is the entry point to the two-model Volvo EX90 range - and we reckon it’s the pick of the bunch.  After all, both models are twin-motor, AWD affairs, with the Plus delivering a total 300kW and 700Nm, while the Ultra dials it up to 380kW and 910Nm. The sprint to 100km/h times for each are 5.9s and 4.9s respectively. I don’t know about you, but the Plus offers all the performance that I’m looking for in a three-row SUV. The Plus Twin Motor starts at $124,990 plus on-road costs and rides on 20-inch alloys. There is a fixed panoramic glass roof with an optional sun shade, and there’s LED lighting outside. Inside, there are leather-like seats made from mostly recycled plastic, which are heated in the first two rows. Then there's four-zone climate control, a 14-speaker Bose stereo that pairs with a 14.5-inch central screen (vertical) with Apple CarPlay and Android Auto, but also Google built-in, giving you access to native maps and apps. There’s also wireless phone charging and a heated leather steering wheel. The driver’s binnacle has been replaced by a 9.0-inch horizontal screen above the steering wheel. Interestingly, both EX90 models share the same 111kWh lithium-ion battery, and both promise the same WLTP driving range of 570km, because both claim the same efficiency of 16.9kWh/100km. Weird, because more power usually means less efficiency and a smaller driving range. When it comes time to charge, the EX90 is set up for 250kW DC fast charging, meaning 10-80 percent charged in 35mins. At home, a three-phase wallbox will take more like 10 hours. But if yours is only a 7kW connection, it will be slower still.