Volvo EX30 vs Volkswagen T-ROC

What's the difference?

There’s a lot to like about the Volvo EX30 Cross Country. It’s an impressive AWD EV. Nice to drive, comfortable and offering the extra driver confidence an AWD system brings.

It also looks good, has a decent stack of features onboard and has plenty of appeal for owners, especially in terms of servicing costs.

As an EV tourer, it has a reasonable driving range and offers enough in terms of AWD flexibility to appeal to those people who may like the idea of an all-electric adventure machine.

But it is small, has a limited scope of off-road capability and pricing is ranging upward for what it offers.

So that’s the T-Roc, a bit of Euro style that’s still priced to take the fight to some small SUVs from Japan or Korea.

Is it the cheapest style-forward small SUV you can get? No, but it’s far from the expensive end of things.

Plus, if you can resist ticking some option boxes, it beats some value-focused rivals and looks good doing it.

If the feeling of a sturdy fit-out and a confidence inspiring drive is important to you, I reckon the T-Roc should be an entry on your shopping list.

This Cross Country is 4233mm long (with a 2650mm wheelbase) 1850mm wide, and 1567mm high. It has a listed kerb weight of 1910kg.

It’s a slick-looking compact SUV with more than its fair share of hints at its off-road aspirations including raised suspension so it perches higher off the deck than its regular EX30 stablemates (190mm of ground clearance). It has dark coloured front and rear body panelling, dark wheel-arch extensions (built to cop any loose gravel or dirt while all-wheel driving on well-maintained bush tracks), and if you get on the ground to check, front and rear skid-plates.

Quirky touches include an impression on the front bumper section of a topographical map depicting the highest mountain range in Sweden (as well as the apparent co-ordinates to that location), and interesting doodles under the lid of the front boot (what I like to call the 'froot' whereas as you might call it the frunk for front trunk).

Overall, the Cross Country has a spartan-style cabin. No, I don’t mean there are swords and shields and oiled-up blokes in loin cloths here – just that there’s a clear, basic layout that leans more towards functional than flashy.

It also has a fixed-in-place panoramic glass roof that has no sliding cover built into the ceiling and I’m not a big fan of having my noggin exposed all of the time.

The T-Roc subtly stands out without being garish, avoiding becoming part of the highway or suburban camouflage without relying on extreme design decisions.

For example, the LED daytime running lights that wrap around the shapes below the LED 'I.Q' headlights where vents would otherwise be on the R performance variant are quite cute.

In fact, the whole front end of this small SUV has a friendly look, even if there’s nothing specific that’s particularly exciting about it.

This 'Petroleum Blue Metallic' colour is a $700 option, but anything other than white costs extra.

However, the black roof two-tone look is a standard for the Style, as are the black mirror caps and its 18-inch alloys.

There are roof rails up top, tinted privacy windows for rear passengers and for the rear window and a sloping roofline at the rear that adds a touch of ‘sport’ to the silhouette along with a small spoiler at the top.

Inside, the driver misses out on a digital instrument display but the centrally-located, vertically-mounted 12.3-inch touchscreen multimedia system offers wireless Apple CarPlay and Android Auto as well as pretty much every control and gauge you could wish for and, as driver, you quickly get used to checking that screen for your current speed etc.

It also offers a way to open the glove box (that sits below the screen) and quick ways to switch off driver-assist aids, such as 'Lane Departure Warning' and the 'Driver Alert System', which could otherwise be a bit annoying. Unfortunately, you have to switch off those systems every time you get back in the car.

The screen is where you’re also able to cycle through drive modes, vehicle settings and the like. The front seats are power-adjustable set-ups and they are heated but not ventilated. There is plenty of durable plastic inside the cabin as well as a denim-like 'tailored wool blend' seat upholstery and soft-touch surfaces.

In terms of space, well, as befitting a compact SUV, there’s not a lot of it for gear or people. The aforementioned glove box is small, there’s no centre console (only sliding cupholders above, and a narrow receptacle below with a wireless charging pad) plus the door pockets are thin and shallow.

And second-row passengers don’t fare too well, either. It’s squeezy back there – even for a Hobbit-sized bloke like me – and there are few amenities.

No fold-down armrest with cupholders, no directional air vents and that panoramic glass roof doesn’t have a sliding cover so those in the front and back cop the full brunt of the summer sun. I can vouch for the ouch too because I had this Cross Country during record-high summer temps in NSW and my gigantic forehead (due to a hairline that keeps creeping rearward) suffered a roasting. That’s about the only circumstance – no sunroof cover and extreme heat – in which it’s okay for someone to wear a hat while driving.

In terms of storage, with both rows in use, there’s a listed 318L of volume in the rear cargo area and 1000L when the second row is stowed away. The rear cargo area has a light and bag hooks and there’s a charging cable and tyre-repair kit in the shallow underfloor storage space.

It’s well worth noting that this vehicle, despite being marketed as an all-wheel drive vehicle with adventure potential, doesn’t have any spare tyre onboard.

At the front of the Cross Country, there is seven litres of cargo volume in what I call the 'Froot' (front boot) rather than the 'Frunk' (front trunk).

Inside the T-Roc is a bit of an interesting dichotomy.

Some of what’s in here is ‘old-gen’ Volkswagen stuff, but it still holds up today against even some recently introduced models.

The dichotomy is that while it’s very usable and slick, some of its materials and surfaces let it down a touch.

The good points are that the cabin tech is a perfect level of physical and digital. The buttons and controls are easy to use and feel solid and even though the climate controls could be more physical, they’re still good as far as touch panel style controls go.

The older VW gear is arguably better than a lot of what’s found in newer models where some use of touchscreens and haptic panels has drawn negative feedback from customers.

The multimedia software managed via the 8.0-inch touchscreen is more simple and sensible than the new version, plus the Digital Cockpit Pro display for the driver is clear and, importantly, customisable. It’s a similar cockpit system that used to seem quite impressive in high-end Audis.

But what doesn’t feel very high-end is some of the plastic and the decisions around function in the rest of the space.

The leather on the seats is not a cheap option box to tick at $3450, but it feels a little cheap to the touch. It’s a tad hard and even has a bit of a rough look to it.

That option also makes them heated and electrically adjustable, though, which is welcome in winter. Otherwise, cloth seats without the optional leather or heating would be absolutely fine, and that means you get a storage space under them, too.

This central space between the driver and front passenger, too, is a little awkward with the cupholder placement. It’s behind the shifter meaning a tall bottle will be in the way and it’s got slightly odd sizing for bottles or cups with nothing to stop them wobbling.

I am, however, a fan of the angled-away phone slot under the climate controls to minimise phone screen visibility (and distraction) and the traditional shifter itself is welcome.

Look up, and (in our test car) there’s an optional ($2000) panoramic sunroof there. It’s yours if you want it, and it does have an electric blind, but some Japanese and Korean cars at this price point get that as standard.

An average-sized adult will find the second row is spacious enough and relatively comfortable. There’s an armrest, dual-directional vents and two USB-C ports.

Behind that, boot space is generous at 445L with the seats up thanks to an adjustable floor, which is very useful for tall items and even manages to fit a space saver spare tyre under it.

It’s a total of 1290L with the split-fold seats down, too, though they’re not super flat with the adjustable floor down.

The specific Style test vehicle being reviewed here is priced at $38,890, before on-road costs. But it's worth noting a new example of the Style will cost you $39,790 at the time of writing, as its price has since ours was 'delivered'.

While the Style features some older VW fitout, it comes with a decent list of features.

A set of 18-inch wheels, self-levelling headlights (with cornering function), some cute LED DRLs plus chrome highlights with black contrast trim are the best way to spot a Style from the outside.

Inside, there’s an 8.0-inch touchscreen for multimedia paired to the driver’s 'Digital Cockpit Pro' display.

The multimedia screen is last-gen VW gear, but that’s not a bad thing.

There’s also dual-zone climate control with an allergen filter, ambient lighting, a six-speaker sound system, wireless phone charger and wireless Android Auto and Apple CarPlay.

There are a few options on our test car that nudge the price up quite quickly, like the metallic paint, leather upholstery, sunroof, plus the keyless entry or ‘Easy open and close package’.

All this brings the total price as-tested to $45,640, before on-roads.

The good news is you don’t need to tick all, or any, of those options for this to still be a compelling option. 

The EX30 Cross Country has a twin-motor electric set-up, producing a combined 315kW and 543Nm. It has a single-speed transmission and a 69kWh battery.

Drive modes include 'Standard', 'Performance' (taps into all-wheel drive and is the preferred mode for light off-roading) and 'Range' (defaults to rear-wheel drive to get most out of battery).

It does not have any off-road driving modes (like Sand, Mud or Snow) but it does have 'Hill Descent Control'.

Claimed 0-100km/h time is just 3.7 seconds.

The engine in the T-Roc - as with most Volkswagens - does what it says on the tin. Essentially, a 110TSI means there’s 110kW of turbocharged VW happening, in this case a 1.4-litre four-cylinder that also makes 250Nm of torque.

It’s paired to an eight-speed torque converter, which will be music to the ears of those who have been scorned by older VW dual-clutches.

It drives the front wheels only, and there’s no hybridisation or 48-volt system.

Official combined cycle (urban/extra-urban) energy consumption is listed as 19.1kWh/100km. On this test, I recorded 18.4kWh/100km, which is impressive, especially considering I took this Volvo on some tracks that pushed the limit of its capabilities.

For reference, the 2026 Subaru Solterra AWD Touring has claimed energy use of 16.0kWh/100km, but I've yet to test it to gauge its real-world energy consumption, under pressure in tough (for an AWD) conditions.

The EX30 Cross Country has a 69kWh battery and according to Volvo can be charged from 10 to 80 per cent in as little as 30 minutes on a fast 175kW DC charger.

It took me about 18 hours to get it from 20 to 80 per cent on a household socket (16 amp/3.6kW).

It has a listed driving range of 417km (WLTP) on a full charge. Official driving range is “up to 417km (WLTP)”.

A lack of electrification in a relatively small engine and a traditional drivetrain shouldn't scare you too much, in this case.

Combined cycle fuel consumption is a claimed 6.3L/100km. On test in mostly urban areas or for spirited driving we saw the fuel use rise a little higher than that but not by as much as you might think.

After a mix of primarily urban, some highway and a stint of dynamic test driving, the trip computer admitted to a figure of 8.1L/100km.

This compact, all electric SUV has a ton of power and torque from the get-go. It’s impressive on almost all surfaces and it really is fast.

It has listed kerb weight of 1910kg and a turning circle of 11m, and this is a highly manoeuvrable vehicle.

The driving position is at best low and sporty, and there’s adequate visibility, even though it is pinched in places, especially looking back towards the rear of the vehicle.

This is a smooth and refined compact SUV that's nice to drive on- and off-road.

The Cross Country punches well above its weight in terms of power and torque and throttle response is great. It even errs on the side of too energetic, but steering is precise, the transmission is slick and the brakes have plenty of bite.

You’re able to change driving characteristics on the main screen by cycling through the drive modes (Standard, Range and Performance). Performance is a key mode when you hit the dirt because that fully engages and optimises the all-wheel drive system to give you that sure-footedness on looser surfaces.

Range is aimed at optimising the vehicle’s energy efficiency and Standard is not too bad for general day-to-day driving conditions.

When you do get off road, it handles minor corrugations well. It also deals with deeper, more severe potholes reasonably well. It’s pleasantly surprising that it stays so settled and composed while you're going through some lumpy and bumpy stuff.

The Cross Country is not an off-road animal as such, it can handle things when the road surface becomes more traction-compromised than you may normally face. But with limited ground clearance (even if it’s 19mm higher off the ground than the regular EX30 for a total of 190mm) the Cross Country is not a rock-crawling beast.

It doesn't have any off-road driving modes, however it does have hill descent control. But that's really for mild inclines and downhills where it has to hold a safer speed than it may otherwise achieve.

In terms of dimensions, it's not that well set up for off-roading. You don't want to take this anywhere near four-wheel drive only terrain. But having said that, it is more than capable of handling light to moderate off-road conditions – mild corrugations, some deeper potholes here and there, loose gravel, loose stones, those sorts of things.

In fact, there's no reason why you can't drive this vehicle on well-maintained tracks in dry conditions to your favourite campsite in a national park, even if it's a bit slippery.

The suspension set-up – Macpherson strut front, multi-link rear – is well suited to on-road driving. And while the Cross Country tends to feel a bit firm in places, it remains composed and settled when things become lumpier and bumpier, say, for instance on dirt tracks and gravel roads.

Its raised suspension (compared to the regular EX30) is on the firm side of things and it become a little jittery when the road becomes more corrugated and less well-maintained. But otherwise it is mostly well settled, well composed and ride and handling is nicely controlled.

This Volvo’s towing capacity is 1600kg.

Its all-season tyres – Goodyear EfficientGrip Performance SUV (235/50R19) – are on 19 inch rims and that’s not a package well suited to off-roading of any kind, really. There’s always the option of swapping them for some all terrain tyres on an 18-inch rim and that combination would instantly make this Cross Country even better for mild to moderate off-roading.

The T-Roc is essentially a previous-generation Golf-turned-small SUV in terms of its platform, and that’s a great thing for anyone who likes driving.

The Golf 7.5 was a benchmark for everyday driving as far as hatchbacks are concerned, and even though the current Mk8 might be a bit more up to date, the T-Roc’s use of the platform it rides on is practical and fun.

It’s not as nimble as a Golf, but the T-Roc in front-drive Style guise, with a responsive turbocharged engine and no all-wheel drive system weighing it down, is not only more dynamically capable than most rivals, it’s also easy to access that capability.

The 1.4-litre engine feels well-tuned for its two modes accessible through the shifter - calm but not lazy in ‘Drive’ and eager but not thrashy in ‘Sport’.

It works well with the transmission on the move, picking right gears fairly accurately, though there are paddles behind the wheel for those who prefer to take charge.

The drive modes are also more customisable than just those on the shifter, with 'Individual' selections for steering and drivetrain able to be used rather than the standard 'Eco', 'Normal' or 'Sport' full-system modes.

While the steering wheel itself is a little thick and the feedback, while adequate, isn’t the most telling, it’s accurate and inspires confidence in cornering.

The T-Roc handles turn-in and exits well, even soaking up bumps and not becoming unsettled when braking.

Its safety systems are relatively subtle, and the active cruise control is well sorted, though the automatic braking at car park speeds can be overzealous. Something I’ve experienced in VW Group models several times over the years.

The main culprit for the T-Roc was a shrub beside my driveway that, while not touching the car, would set off the automatic braking system. Still, better than letting the car roll back if there was a proper obstacle or someone who could be hurt in the way.

Aside from that, the Volkswagen T-Roc is fun and easy to drive, and the work that’s gone into that puts its price into perspective a little more.

There are more expensive cars available that are less impressive, some even disappointing.

In 2017, ANCAP gave the T-Roc five stars for safety. For most people, that says enough, plus the list of features the SUV comes with is fairly comprehensive even in the Style.

While its rating is getting on in years, the only real downside to the T-Roc’s age when it comes to safety is it only having six airbags - front and side for the front passengers, plus curtain airbags for front and rear passengers.

But the list of tech isn’t lacking, with driver fatigue detection, pedestrian monitoring, parking bay and parallel parking assistance, pedestrian monitoring, side assist, rear cross-traffic alert and lane assist.

The Volvo EX30 Cross Country is covered by a five-year/unlimited km warranty (with roadside assistance included) and an eight-year/160,000km warranty applies to the battery set-up.

A five-year/150,000km servicing plan applies and is free – and that is well worth noting here. While free/complimentary servicing is not unheard of in the EV space – it's offered with Audi e-tron, Polestar 4 (Long Range AWD), Genesis (GV70), BYD (Sealion 7) and more – the fact Volvo offers it on a variant that may spend at least some time on unsealed roads is commendable.

Servicing appointments are set for every 24 months/30,000km, whichever occurs soonest.

Volvo Group Australia has more than 40 dealerships as well as numerous Volvo-approved workshops across the country.

Volkswagen’s five-year/unlimited kilometre warranty is pretty standard for a premium-leaning brand, with VW also offering roadside assistance for the warranty period.

In terms of servicing, VW offers care plans of three years or five years, covering servicing for $1515 or $2770 respectively. That's an average of $505 or $554 per workshop visit.

Otherwise, servicing costs at 12-month/15,000km intervals can cost from $470 for some to $1104 to the biggest service if you don’t go with the locked-in package.