Volvo Ex90 vs Holden Acadia

What's the difference?

The new Volvo EX90 Ultra Twin Motor Performance strikes a great balance between sophistication and practicality. It looks sharp, drives beautifully, and delivers a solid range with fast charging to match. Adding to that is a comfortable, family-friendly cabin with space for seven. It’s hard not to be impressed.

There are a couple of technology beats it misses but it's still an easy SUV to live with.

The Holden Acadia is a proper seven-seater SUV in that it will fit adults in the third row without turning your friends into enemies. It’s also practical and well fitted out with storage places and utilities such as USB ports.

I was particularly impressed with the advanced safety equipment on-board even at this entry LT level. Yes, it’s a V6 petrol and it’s not the most fuel-efficient SUV, but our time with it showed that with cylinder deactivation and the stop-start system it might not be as thirsty as you’d think.

The EX90 has swathes of smooth body panelling and a closed-off grille, as we've come to expect from a modern EV. The rear roofline tapers gently, giving it a sleek profile, while the black body moulding around the base and frameless mirrors add some visual interest.

It’s a clear departure from the boxier XC90 and you won’t mix them up but it still features those signature 'Hammer of Thor' LED headlights, which I really like.

The Ultra rides on 22-inch alloy wheels which help fill the arches nicely without making the car look oversized or flashy. The soft-close doors are a luxe touch and the overall fit and finish is up there with the best in the segment.

It shares its platform and technology with the Polestar 3, so if you're familiar with that model, the dashboard and centre console layout will feel very familiar.

I’m a fan of the clean, minimalist look and it works well with the panoramic sunroof, which brings in loads of light. A future update will let you switch the roof from clear to opaque, which should be a nice touch come summer.

The ambient lighting is cleverly integrated with the birch wood trim, and there are subtle ambient lights throughout the cabin that give it a business-class vibe.

And since it’s fully electric, there’s no transmission tunnel, so the middle row gets a completely flat floor. That also means extra space, with a handy storage cubby added under the centre console.

To fully understand the look of the Acadia, take a peek at the GMC website - but make sure you shield your eyes in the same way you would during a solar eclipse, or when welding, or in an atomic blast.

You’ll understand when you get there but suffice it to say contained within the site are some pretty confronting trucks and SUVs. Once you’ve recovered, you’ll realise the Acadia is the supermodel of the GMC family.

Yep, it has a big, blocky, truck-like look but it’s a refreshingly tough styling alternative to more elegant looking SUVs such as the Mazda CX-9.

The Acadia is also one of the smallest members of the GMC family, yet its dimensions position it as a large SUV in Australia. Even then it’s not huge compared to other large SUVs here, so you won’t have an issue piloting it in Aussie car parks or fitting into spaces.

The Acadia measures 4979mm end-to-end, 2139mm across (with the mirrors out) and 1762mm tall.

Along with the Mazda CX-9 the Acadia would also consider the Kia Sorento and Nissan Pathfinder to be among its rivals.

Inside, the Acadia is a modern and stylish looking place, although it’s a bit unrefined. Still, as one YouTube commenter reminded me parents will like the wipe clean surfaces.

Well her comment wasn’t written that politely but being a parent, I concur that the hard plastics have that advantage.

The interior is not all unrefined. The seats, even in the entry grade LT we tested, while cloth (and only available in Jet Black) are sculptured with bolsters and finished with a textured pattern that looks and feels great.

The EX90 nails the balance between luxury and everyday usability. Up front, there’s loads of head, leg and elbow room, and it’s easy to get in and out thanks to the 216mm ground clearance and wide door apertures.

That said, the flush door handles can be a bit temperamental as they don’t always pop out when you approach and the key card only works from the driver’s side, which can be annoying.

Once you’re in, the front seats are superb. They’re seriously comfortable, with heating, ventilation, massage and extendable thigh supports that make long trips a breeze. It’s easy to find a great driving position and just settle in.

Storage up front is clever and generous. There’s a large glove box, a deep centre console with a hidden cubby, a shelf under the floating centre stack, plus cupholders and big door bins. It's well thought out and practical.

The 14.5-inch multimedia screen looks fantastic and is responsive. Now, I’m a button girl, and usually having to rely on a screen for everything would bug me but this set-up works.

You can pin your favourite features like climate and media controls to the bottom of the display for easy access, and the voice assistant is usually really capable, so you can stay hands-free when needed.

Built-in Google Assistant, Google Maps, YouTube, Spotify, plus wireless Apple CarPlay and Android Auto make tech integration smooth. Navigation directions show up clearly in both the 9.0-inch digital instrument cluster and the colour head-up display, which is a nice touch.

I experienced a couple of tech gremlins toward the end of my week with the car. The Google Assistant stopped picking up my voice commands and calls wouldn’t route through the sound system once connected.

Thankfully, both issues seemed to resolve themselves without intervention, but it's worth noting in case it’s a software quirk that pops up from time to time.

The second-row seats are ergonomic but a little firm - still comfy enough for long trips, especially with heating for the outboard seats.

Access is easy, and my eight-year old had no trouble climbing in or out. The booster seat integration has moved to the middle seat only (instead of both outboards), which might limit flexibility for some families, but for us it works fine.

There are ISOFIX mounts on the outboard seats and three top-tether points across the second row, and yes, you can fit three child seats side by side. Amenities in the second row are excellent with two USB-C ports, air vents, dual-zone climate, map pockets, cupholders and decent storage bins.

The third row is, as expected, best for kids, as toe room is limited and the access is child-sized. Still, it’s well-appointed with two cupholders, USB-C ports, and air vents built into the C-pillars. Even better, it gets two top-tether anchor points, which is a huge bonus for big families.

Boot space is solid because even with all seats up, you get 324L, including a useful underfloor compartment. Fold the third row and it jumps to 697L.

You can also manually raise or lower the boot height thanks to the active air suspension, and the third row folds electrically. There’s also a 12-volt socket and a powered tailgate you can operate via the Volvo app or the multimedia screen.

Up front, there’s a 34L frunk which is ideal for storing charging cables or a tyre repair kit, keeping everything neat and separate.

The Acadia’s practicality game is strong. It boasts seven seats with third row positions actually able to fit adults, five USB ports sprinkled through the cabin, and a cargo capacity of 1042 litres with the third-row seats folded flat and 292 litres with them in place. If you have three kids, even teenagers, the Acadia could be the perfect family personnel carrier for you.

All three rows are spacious and even at 191cm tall I had good shoulder and elbow room up front, and in the second and third rows I had enough legroom to sit in each seat behind my seating position without feeling cramped.

Feeling a bit down because you might not be able to stretch the budget to get the LTZ-V? Well, cheer up – the LT has more headroom and that’s because it doesn’t get the sunroof which eats into the ceiling height.

Cabin storage is excellent. There’s a wide and deep centre console bin, a hidey hole in front of the shifter, a tray for second row passengers, six cup holders (two in each row) and decent-sized door pockets.

Directional air vents for everybody on board, three-zone climate control, two 12-volt power outlets, privacy glass and proximity unlocking complete a great practicality package.

The front-wheel drive Acadia LT lists for $43,490, which is $4500 less than the all-wheel drive version.

The standard features list includes 18-inch alloy wheels, roof rails, LED running lights, three-zone climate control, proximity key, rear parking sensors, Bluetooth connectivity, six-speaker stereo, 8.0-inch screen with Apple CarPlay and Android Auto, noise cancellation, dual chrome exhaust tips, privacy glass and cloth seats.

The value is pretty darn good here and you’re not missing out on much by not stepping up to the $10K more LTZ grade, apart from wireless charging, and power and heated leather front seats.

The Acadia costs about the same as the Pathfinder ST but is better value; about $500 more than the entry grade Kia Sorento Si; but undercuts Mazda’s CX-9 Sport by about $3K.

The Ultra is all-wheel drive with twin electric motors, one on each axle. Combined, they deliver a hefty 380kW of power and 910Nm of torque. That translates to a 0–100km/h sprint in just 4.9 seconds, which is seriously impressive for a big SUV.

Do we need it to be this fast? Absolutely not. But do I appreciate the gumption? You bet I do.

All Acadias come with a 3.6-litre V6 petrol engine which makes big dollops of power and torque or 231kW (at 6600rpm) and 367Nm (at 5000rpm).

A nine-speed automatic swaps gears, and in the case of our two-wheel drive LT test car the drive went to the front wheels only.

The V6 gets the thumbs up for its stop-start fuel saving system and cylinder deactivation, plus good acceleration and the smooth power delivery you’d associate with a naturally aspirated engine, but a thumbs down for needing to rev hard to make that mumbo.

The official WLTP energy consumption figure for the EX90 Ultra is 16.9kWh/100km, and after a good mix of open-road and urban driving, I averaged around 20kWh/100km which isn't bad at all for a vehicle of this size.

The strong regenerative braking helps here, and if you time your deceleration right, you can enjoy a proper one-pedal driving experience, which makes city driving feel effortless.

The EX90 uses a Type 2 CCS charging port and packs a massive 111kWh lithium-ion battery, good for a driving range of up to 570km (WLTP).

Charging speeds are impressive as it supports up to 11kW on AC and a hefty 250kW on DC fast chargers. That means you can go from 10–80 per cent in as little as 35 minutes on a 250kW charger, or in around 10 hours on an 11kW home set-up.

We were surprised by the Acadia’s fuel efficiency. After filling up the tank I drove for 136.9km on a combination of hilly country roads and peak hour evening city traffic and then filled up again – only 13.98 litres were used. That’s a mileage of 10.2L/100km. The official combined consumption figure is 8.9L/100km.

So, while the engine is big and not particularly new (it’s an evolution of the V6 built by Holden in Australia for the Commodore) it does have fuel-saving tech like cylinder deactivation and a stop-start system – which you can’t switch off.

Still, not the most fuel-efficient seven-seater – those with turbos and smaller capacity engines such as Mazda CX-9 are truly amazing in the way they can deliver grunt without getting thirsty.

Smooth and effortlessly powerful - that’s the best way to sum up the EX90 on the road. Despite its size, you don’t feel the bulk from behind the wheel. It’s nimble when it needs to be and wickedly quick off the line. Even under hard acceleration, I always feel in control, which is a huge plus for something this punchy.

You can customise the steering feel, and I preferred it on the firmer setting as it gave the best feedback without feeling heavy. The active air suspension does a great job of absorbing rough surfaces without softening the handling, so there’s no floatiness, just a composed, comfortable ride.

Inside the cabin, it’s beautifully quiet. That signature EV silence makes the space feel refined, with just the occasional tyre rumble at higher speeds, depending on the road surface but it’s never intrusive.

Visibility is mostly great from the front and sides, but the rear window feels miles away in the mirror, and the B-pillars are a little thick, so there’s a minor blind spot to be aware of.

Parking is easier than you’d expect for something of its size. The 360-degree camera is super clear, and there are plenty of parking sensors. The 12m turning circle is pretty standard, but it still felt totally manageable in tight shopping centre car parks.

I drove the Holden Acadia back-to-back with the Nissan Pathfinder – you can watch the model comparison in the video above, but the upshot of that experience was important.

See, while I wasn’t a major fan of the Acadia driving experience when I first met the SUV at its Australian launch in 2018, when I drove it straight after the Pathfinder the difference was like night and day.

The Acadia is comfortable, from the big seats to the smooth ride. If you’re covering a stack of territory the Acadia makes a great highways cruiser and will chomp up big distances  effortlessly.

That V6 does need to rev hard, but it’s powerful and acceleration is swift, while the nine-speed automatic shifts pretty seamlessly. Noise cancelling tech keeps the cabin fairly serene, too.

Look, it’s not the most dynamic of SUVs and there was a bit of tyre chirp in the corners when pushed, but this isn’t a performance car and nor is it trying to be.

Small windows mean a cooler, tough look, but the downside is a dark cabin and occasionally visibility is limited by the A-pillars or out the rear windows.

A 2000kg braked towing capacity will rule the Acadia out for many thinking of pulling a large caravan or big boat. The Pathfinder’s 2700kg braked towing capacity is a strength of that SUV.

Do you need all-wheel drive? Nope, but it’s handy for dirt and gravel roads. Still the 198mm ground clearance with only front-wheel drive should see you get down bumpy roads that regular sedans couldn’t handle.

The Acadia was given a maximum five-star ANCAP rating when it was tested in 2018 and even the entry-level LT we tested is equipped with an outstanding amount of advanced safety equipment.

Standard on the LT is AEB with pedestrian and cyclist detection, lane keeping assistance with lane departure warning, lateral impact avoidance, blind spot monitoring, rear cross traffic alert, adaptive cruise control, traffic sign recognition, rear seat passenger reminder and airbags which extend all the way to cover the third row.

Now, you should know the driver’s seat vibrates if your parking sensors detect you coming close to an object. Yup, it’s weird. If that’s not your thing you can go into the screen’s menu and change that to an audible ‘beep’. I’m more a ‘beep’ kind of driver.

A space-saver spare wheel is under the boot floor and I’d advise you to familiarise yourself with how to access it (it’s a bit tricky) in daylight before (or if ever) you’ll need to use it for real.

The EX90 is covered by a five-year/unlimited km warranty, which is on par with most rivals, though Kia still has the edge with its longer coverage. Servicing intervals are every 12 months or 15,000km, whichever comes first.

As for costs? For the first five years, servicing is included in the purchase price, so while it’s technically not ‘free,’ it does mean no extra out-of-pocket expenses for scheduled maintenance during that time and that’s pretty solid value in this segment.

The Acadia is covered by Holden’s five year/unlimited kilometre warranty.

Servicing is recommended every 12 months or 12,000km. Expect to pay $259 for the first service, $299 for the second, $259 for the third, $359 for the fourth and $359 again for the fifth.