Volvo Es90 vs Audi SQ7

What's the difference?

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.

There are newer options than the current Audi SQ7 and SQ8, including those which use the same platform, but don't write these luxury large SUVs off just yet.

It's a rare thing that a vehicle costing $200,000 has an air of pragmatism about it, but the SQ7 does. Its sensible leather upholstery, decent practicality, towing capability and near-excess of interior space make it a great family wagon.

As a counterpoint, the sharper looking SQ8 has minimal trade-off in comfort and interior room (at least for five) and is the kind of statement piece you'd expect for the price — especially in one of its loud paint colours.

Whichever way you leap, it's true that while the SQ7 and SQ8 are ageing, they are doing so gracefully and remain a superb option in this segment.

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

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.

If you're getting an SQ7, you'll want to tick the 'Black Pack' box because otherwise there are a lot of high-gloss silver details, especially at the rear that don't suit this tall and slightly awkward SUV.

The SQ8 is more convincing, appearing wider on the road with its new 'singleframe' grille design seemingly sucking it even closer to the tarmac like some kind of overgrown Audi RS3.

Both get an attractive new 2D design for the Audi rings and L-shaped grille details. These aid the SQ7's front end which is more muscular and purposeful than before.

The attractive lights have moved higher up the front end for enhanced presence, too. You get Matrix LEDs as standard but these candles are the hardcore HD Matrix items that feature laser light for further even longer light throw at night. They are simply awesome.

Fresh 22-inch alloy wheels and minor changes to badges finish off the exterior treatment for both cars.

The SQ8's bold specification — finished here in 'Sakhir Gold' — sets it apart from other SUVs as the metallic gold paint shimmers in the sunlight. The SQ8 is also available with whopping great 23-inch alloy wheels that you see here.

Inside, both cars share a similar architecture with 10.1-inch touchscreen for the multimedia and an 8.6-inch item below for heating and ventilation settings. 

The SQ7 is a great example of a design ageing without dating, its confident horizontal lines and well-proportioned cabin features are as attractive as they were at launch, if less impressive than the related VW Touareg's whopping 15-inch screen or the minimalist Range Rover Sport.

Adding to the feeling of quality is that signature Audi smell — a combination of leather and the Sensory Package's perfume, no doubt. The SQ7 keeps a round-bottom steering wheel which remains one of the best in the business, it's just the right size and diameter trimmed with dimpled leather.

Final flourishes include the optional contrast red stitching and seatbelts as well as eye-catching turned aluminium trims.

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 difference between aged and dated is best summed up, though, by the excellent usability of the SQ7's cabin controls.

The separate screen for ventilation, for example, makes it simple to adjust seat or vent temperatures without interrupting the main screen's navigation instruction or other media systems.

When using wireless Apple CarPlay and Android Auto the top screen is entirely devoted to the other software with no remnants of Audi's system. It runs smoothly at all times.

Switching back to Audi's system, and there's a lack of contrast to the dark main screen and navigation. The touch targets are huge, though, and the satisfying click of the haptic feedback is welcome when driving. It seems expensive and natural in a world of feel-free touch operation.

Audi's 12.3-inch digital driver's display remains one of the best in the business. Legible and customisable with bespoke sport modes and the ability to show a full-size map, if you wish.

You can keeping devices charged with a wireless pad or there are two USB-C ports under the cushy centre armrest. A 12-volt socket is also available, and two more charge points are found in the back.

If there's one criticism in the front, it's the fairly limited storage. The door bins are big enough for a 600mL bottle but not much more and beneath the armrest the tray is shallow. The only other storage spots are the two cupholders which are the perfect size for a small take-away coffee.

While on the critiques, the drive mode selector is awkwardly hidden near the passenger below the touchscreen.

The seats are amazingly comfortable with ample support and power adjust for everything, including under-thigh length and bolsters. Several massage programs can be accessed through the menus, too.

Continuing the comfortable seating, the SQ7's second row is capacious with plenty of head, leg and toe room even for those over 180cm.

The bench slides forwards and backwards manually and the backrest is adjustable. A fold-down armrest contains two more small cupholders, and there are two separate climate zones, two vents and heated outboard seats.

However, folding and unfolding the second row is a bit complex and quite heavy work with a strange mix between electric and manual movement to access the third row — a Nissan Pathfinder does this better.

Once back there, the third row is passable for adults providing the second row is slid forward.

There are ISOFIX ports and top tether anchors for both power-deployed third row seats, so you can fit up to five children's seats in an SQ7.

The SQ8's second row is still generous but you do lose a small amount of headroom owing to the sloping roof design.

You also sacrifice some boot space, at 608L with five seats and 1755L with the second row folded. That's still a lot but the spacious SQ7's 793L/1921L figures are even better and 295L with all seven seats up is respectable. Both have sturdy 40/20/40 split-fold rear seats.

As the vehicles are equipped with air suspension, owners can raise or lower the boot floor to make it easier to load bulky objects if needed. A power tailgate is standard on both models.

A retractable luggage cover, netted pocket, boot lights and some underfloor storage complete the boot, however both cars lack a spare tyre of any sort. A tyre inflation kit is included.

Audi's range of Q7 and Q8 large SUVs starts at $117,284 for the 45TDI and there's a plug-in hybrid version from $152,284, both before on-road costs. The flagship SQ7 and SQ8 are $174,815 and $178,815, respectively.

The pair is a rare example of a discounted new car, albeit by a slim $585, so you'd expect these behemoths to offer comprehensive standard specification.

Features such as 22-inch alloy wheels, ambient interior lighting, soft close doors, power-adjust heated and ventilated seats, quad-zone climate control, 'Valcona' leather upholstery, a 17-speaker Bang & Olufsen sound system, full-length sunroof, navigation and a head-up display are included.

Naturally, options are available in packs and standalone choices with all vehicles we drove featuring at least one of the expensive box-ticks.

The 'Sensory Pack' seems a logical choice, bundling a 23-speaker, 1920-watt sound system with raising tweeters, 'Dinamica' headlining, massage seats, heated rear seats, Audi's air ioniser and interior perfume, extended leather upholstery and rear sun shades for $14,400.

Another major option is the $10,900 'Dynamic Package' with active roll stabilisation and Quattro Sport rear differential.

Stand-out stand-alone options include HD Matrix LED and Laser headlights combined with customisable OLED rear signatures ($3950) and the black exterior styling packages ($1850, or $2550 for the Plus version).

The as-tested price for the tow pack-equipped ($1500) 'Daytona Grey' car we spent most time in was rather high at $209,215 before on-road costs — that's over $30K worth of extras.

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.

The SQ7 and SQ8 both use a 4.0-litre twin-turbo 'hot vee' V8 petrol after the diesel SQ7 was abandoned in mid-2022.

It is the same engine you'll find in just about every application of this MLB platform, including the Porsche Cayenne, Bentley Bentayga and Lamborghini Urus — though it makes more power elsewhere.

In Audi's two medium-sporty SUVs it produces 373kW at 5500rpm and 770Nm between 2000-4000rpm.

In practice, it's a swelling, punchy engine without much top-end sparkle — though 4.1 seconds to 100km/h is nothing to scoff at.

The V8 also produces a rather splendid soundtrack, striking the right balance between Detroit burble and motorsport bark for this application.

An eight-speed torque converter auto transmission has been retuned for improved shift logic and it remains buttery smooth. It's pleasing enough just manoeuvring slowly around a car park, where you can feel just well calibrated the long travel throttle and transmission logic are.

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.

With 2340kg to heave around, not even the 48-volt mild hybrid system can save the SQ7's fuel consumption — it's a thirsty beast.

The rated ADR combined cycle (urban, extra-urban) figure is 11.8L/100km and indulging in the ample performance resulted in 16.5L/100km on the trip computer. The SQ8 was much the same.

The SQ7 is certified to tow up to 3500kg (braked), equal to a Toyota LandCruiser or Nissan Patrol.

A fairly large 85L tank gives the SQ7 a theoretical driving range of around 720km from a fill-up. Naturally, 98 octane unleaded is required.

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.

Our drive loop started in South-East Sydney where the SQ7's burbly V8 and air suspension fitted right in, easily soaking up the worst of the concrete expansion joints and sharp-edged potholes.

It is a joy to waft around in the refined SQ7 with its remarkably good vision out the front and back (with 360-degree cameras to help elsewhere). Standard rear-wheel steer allows the back tyres to rotate up to 5.0 degrees, giving the 5072mm long SQ7 a better turning circle (12.5m) than a Q3 small SUV.

Its driven home further by the excellent drive mode customisation. Along with the standard programs, you can set an 'Individual' mode up with various selections for the suspension, steering, powertrain response and exhaust noise.

Following the SQ7, our time in the SQ8 took in some more twisting roads and the combination of 23-inch alloys with firmer suspension settings meant that, even in 'Comfort', 'Auto' or 'Balanced' drive modes, the coupe-styled model had a busier ride.

Both SQ7 and SQ8 featured 'Sport' adaptive air suspension, sitting 15mm lower than normal with the ability to drop the ride height up to 40mm in 'Dynamic' mode or raise it 50mm in lift mode to get out of sticky situations.

Audi chose not to specify the Dynamic pack on the SQ8, though, and the difference is noticeable compared to the SQ7. The coupe SUV rolls a little more in hard cornering and doesn't engage the rear end in quite the same way.

Back in the SQ7, turn in may feel a little less sharp owing to the taller height but the active roll stabilisation and Quattro electronically-controlled limited-slip differential splitting power between the two rear wheels makes for a more confident vehicle with better punch out of corners.

Grip is prodigious and the SQ7 is always in control with 285/35R22 Bridgestone Turanza T005 tyres.

A 2.4-turn lock-to-lock steering system is well-judged, remaining light in Comfort but adding enough weight and precision in Dynamic.

The brakes — 400mm front rotors clamped by six-piston calipers with optional ceramics — are reassuring and feel Autobahn ready. 

The Audi SQ7 with Dynamic Pack is like an Olympic swimmer that's put on some kilos and had a few kids but can still gap his teenage son in a 50-metre freestyle race.

This is perhaps the perfect expression of Audi's 'S' models USPs, being totally normal when pottering despite huge reserves of talent. 

The Audi SQ7 is currently unrated by local ANCAP safety authority but Euro NCAP awarded a Q7 50TDI a maximum five stars in 2019.

It features eight airbags, adaptive cruise control, lane-keep assist, blind-spot monitoring, rear cross-traffic alert, surround-view monitor and exit-warning system to stop occupants dooring cyclists.

The adaptive cruise control is smooth and natural, although we found the lane-keep and lane-trace programs to be a little overbearing. Both can be easily disabled by holding the button at the end of the indicator stalk for about five seconds.

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.

Audi recommends SQ7 and SQ8 owners bring their car in for a service every 12 months or 15,000km.

Service pricing is not cheap, with a five-year package costing $4600 for either model. For reference a basic service plan for a BMW X5 costs $3450 for five years.

Audi has moved to a five-year, unlimited kilometre warranty with owners able to extend that (for a fee) up to nine years with Audi Advantage. An extra two years of warranty and scheduled servicing costs $4360 for the SQ7 and $4160 for SQ8.

Additionally, customers get access to Audi's loyalty programs with event invitations, ambassador experiences and discounts offers from select partner companies.