Volvo Es90 vs Renault Trafic

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.

The Renault Trafic is a practical and capable workhorse, but then so are some other mid-sized van rivals which sell in greater numbers and come standard with five-star safety credentials. Therefore, a potential buyer must be prepared to accept the Trafic’s inferior standard safety menu (or pay extra to enhance it) to exploit its numerous strengths in a working role.

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.

Our LWB example rides on a sizeable 3498mm wheelbase with four-wheel disc brakes, rack and pinion steering and MacPherson strut front suspension.

The rear suspension uses torsion bar primary springing, supplemented by a pair of secondary coil springs for carrying heavy loads.

Its 1967mm height ensures access to height-limited areas like multi-storey car parks and underground loading zones, but its lengthy wheelbase and front wheel-drive configuration combine to produce a relatively large 13.8-metre turning circle.

The Pro’s no-frills work focus results in extensive use of unpainted dark grey plastic in external areas where bumps and scrapes usually occur in hard-working vans, including the door mirror shells, wheel hubcaps, front/rear bumpers (including the rear pillars from top to bottom) and along the sides.

As a result, the Trafic has a robust and purposeful appearance, combined with a neat and practical cabin design with seating for three on a tasteful blend of contrasting grey fabrics. Hard surfaces are enhanced with satin chrome highlights.

The minimalist dash design (thankfully) provides physical ‘piano key’ buttons for numerous functions, plus there’s a trio of large manual dials to control fan speed, air-flow and cabin temperature in preference to distracting touchscreen prompts.

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.

With its relatively light 1816kg kerb weight and 3070kg GVM, our test vehicle has a substantial 1254kg payload rating which is almost 200kg higher than Toyota’s HiAce LWB (1055kg).

Its 1630kg braked tow rating is also higher than the HiAce’s 1500kg limit and with its 4700kg GCM (or how much it can legally carry and tow at the same time) the Trafic (like the HiAce) can haul its maximum payload while towing its maximum trailer weight.

Standard cargo bay access is through a single kerbside-sliding door or glazed swing-up tailgate, but a right-side sliding door and glazed symmetrical rear barn-doors with forklift-friendly 180-degree opening (the latter as fitted to our test vehicle) are available as options. The cargo bay walls and doors are lined to mid-height.

The load floor is 2937mm long and 1662mm wide, with 1268mm between the rear-wheel housings. So, it can carry up to two standard 1165mm-square Aussie pallets or up to three 1200 x 800mm Euro pallets, secured by a choice of eight load-anchorage points.

The cargo bay offers a competitive 6.55 cubic metres of load volume. Our example is fitted with a 12mm-ply non-slip floor kit and cube shelving kit provided by local industry supplier Autosafe. According to Renault, this tradie-focused set-up retails for $5254 including freight and installation.

The fixed two-passenger bench seat has a lap-sash belt for the central passenger and even someone my height (186cm) can get reasonably comfortable in the middle of a crew of three, albeit with knees competing for space with the prominent dash protrusion that houses the gearshift. By contrast, the outer passenger has ample knee and foot room.

The cabin is equally generous with headroom and displays optimum use of storage space. This includes a large bin in each door which can fit large bottles, with a smaller bin above.

There’s also small-bottle/cupholders on each side of the dash-pad plus a clamshell-lid compartment ahead of the driver, a large open tray in the centre (with two USB-C ports), small closable bins in the lower dash on either side of the driver and a single glove box.

If you choose the glazed bulkhead option, the centre-seat backrest folds forward to reveal an elaborate three-tier workstation, starting with a clipboard on top that can also be detached to use outside the vehicle or mounted vertically in the workstation to face the driver or passenger.

Beneath the clipboard is a hinged work desk, which when raised reveals a shallow felt-lined compartment that’s ideal for hidden storage of phones, tablets, lap-tops etc.

Folding the bench seat’s front-hinged base cushions forward also reveals a cavernous hidden storage compartment underneath.

Our Pro LWB (Long Wheelbase) L2H1 test vehicle, in 'Glacier White' and ‘Pro’ model grade, comes with a 2.0-litre, four-cylinder, turbo-diesel engine and optional six-speed dual-clutch automatic for a list price of $53,000.

In comparison to the major players, that's in the same ballpark as the Toyota HiAce, lower than Ford's Transit Custom and higher than Hyundai's Staria Load and LDV's G10+.

Our example has a couple of extra-cost options including a glazed cabin bulkhead ($400) and glazed rear barn-doors ($400). The cabin is also equipped with a set of carpet mats ($138) from Renault’s genuine accessories range.

Its work-focused standard equipment list includes no-frills 16-inch steel wheels with 205/65R16 tyres and a full-size spare, plus an eight-way-adjustable driver’s bucket seat, 4.2-inch colour driver’s display including digital speedo, two-passenger bench with under-seat storage, rear parking sensors, reversing camera, LED headlights and LED daytime running lights.

Multimedia is provided by an 8.0-inch central touchscreen with wireless Apple and Android smartphone mirroring and Bluetooth audio streaming.

Renault also offers numerous individual options, plus option packs including the 'Comfort Pack', 'Peace of Mind Pack' and 'Trade Pack'.

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 Euro 5-compliant 2.0-litre, four-cylinder, turbo-diesel produces 125kW at 3500rpm and peak torque of 380Nm at 1500rpm.

The six-speed dual-clutch automatic transmission offers the choice of sequential manual-shifting using the shift-lever (no steering wheel paddles) and offers three drive modes comprising 'Normal' (default setting), 'Eco' and 'Performance'.

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.

Renault claims official combined (urban/extra-urban) average consumption of 6.5L/100km but the Trafic’s dash display was showing 7.9 when we stopped to refuel at the end of our 359km test, of which about one third of that distance was hauling a one-tonne-plus payload.

Our own figure, calculated from actual fuel bowser and tripmeter readings, was higher again at 8.9 which falls comfortably within the usual 2.0-3.0L/100km discrepancy between official and ‘real world’ consumption.

Fact is, any mid-sized van that can produce sub-10L economy in the real world gets a big thumbs-up from us. So, based on our numbers, you could expect an expansive driving range of around 900km from its 80-litre tank.

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.

The driver’s seat offers good comfort with its firm bolstering, fold-down inboard arm-rest and adjustable lumbar support. The only thing missing is a left footrest, just like the one residing in the outer passenger footwell which is of course the driver’s footwell in LHD models.

The synthetic leather-rimmed steering wheel feels nice in your hands and has a premium look. Eyelines to all mirrors are good and the large window in the optional cabin bulkhead allows a clear view through the rear barn-doors, but only if you remove the centre seat’s headrest when the middle seat is unoccupied.

Engine response is at its most energetic from 1500rpm where maximum torque is tapped and it continues to pull strongly all the way to maximum power at 3500rpm.

The decisive shifts of the dual-clutch automatic in Normal (default) drive mode feel well calibrated in terms of optimising the engine’s performance in all driving conditions, which is confirmed by only small differences in response when using the Eco and Performance modes.

Its gearing also ensures the Trafic is well-suited to highway work, requiring only 2000rpm to  maintain 110km/h. It’s even better with the optional bulkhead/cargo barrier as fitted to our test vehicle given it insulates the driver from most cargo bay noise, which can become intolerable in vans at these speeds without this item fitted.

To test its payload rating we forklifted 975kg into the cargo bay. Combined with the weight of the Autosafe fit-out and driver, it equalled a total payload of 1150kg which was only about 100kg less than its legal limit.

The rear suspension compressed about 50mm under this loading, yet still had ample travel to ensure there was no bottoming-out during our test drive. It hauled this one-tonne-plus payload with commendable ease in city, suburban and highway driving, with negligible effects on handling and braking.

It also impressed on our 13 per cent gradient, 2.0km set-climb at 60km/h, quickly downshifting to third gear to easily haul this load to the top.

Engine-braking on the way down, in a manually-selected second gear, wasn’t as robust, but in our experience typical of small displacement (sub-3.0L) turbo-diesels trying to restrain one-tonne-plus payloads on steep descents. Even so, the four-wheel disc brakes comfortably kept speeds under control without a hint of fade.

There’s no ANCAP star rating and the current range (September 2022 onwards) only earned a silver medal in ANCAP’s Commercial Van Safety Comparison, with its score of 45 per cent reflecting the absence of AEB for pedestrians/cyclists and lane-keeping assist.

Even so, its standard safety menu includes front and lateral-curtain airbags for driver and passengers plus driver’s thorax airbag, car-to-car AEB, lane departure warning, rear parking sensors, a reversing camera and more.

However, with a huge blind-spot over the driver’s left shoulder created by the solid cargo bay walls, a Trafic buyer should not have to pay extra to get essentials like blind-spot monitoring and rear cross-traffic alert, given these active safety features are standard on the segment-leading Toyota HiAce.

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.

The Trafic comes with a five year/200,000km warranty, which includes five years 24/7 roadside assist. Scheduled servicing is 12 months/30,000km whichever occurs first. Capped-pricing applies to the first five scheduled services up to five years/150,000km which totals $3555, or an annual average of $711.