For Volvo, the EX90 couldn’t be a more important vehicle, and that’s despite the segment it’s entering being one of the smaller in the Australian market. What this vehicle represents and the technology it debuts is what matters for the unequivocally Swedish brand.
They need the breathing space that the luxury SUV segment affords, particularly for a pure electric three-row model, as intense competition is hardly the name of the game here. Mind you, it’s certainly competitive when you eyeball the spec sheet.
Two variants are available at launch, and we had a chance to sample both at the Australian launch in South Australia’s iconic Barossa Valley. Prices start at $124,990 for the Plus Twin Motor, while the top-spec Ultra Twin Motor Performance charges a $10,000 premium.
Both are very similar on paper, but some key differences show themselves out on the road (more on that in a moment). Visually, the EX90 looks like an evolution of the XC90 it will eventually replace, featuring streamlined bodywork, and a grille-less front bumper.
There are several aerodynamic enhancements. Indeed, despite this being a large SUV, its drag coefficient is a mere 0.29 cD to ensure maximal efficiency. Items such as flush door handles, frameless wing mirrors, and a fixed glass sunroof feature.
The latter only allows 4.8 per cent UV light transmission and eliminates 80 per cent of solar heat radiation. The wheels all feature aerodynamic designs as well. The Plus comes standard with 20-inch wheels shod in Michelin Pilot Sport EV rubber.
A 21-inch design available as an option. Meanwhile, the Ultra features 22-inch wheels wearing Pirelli Scorpion treads, while dual-chamber air suspension with semi-active shock absorbers – also an option on the Plus model – is fitted as standard.
On the inside, you’ll be hard-pressed to split the difference as well. The Ultra features a few additional goodies such as ventilated seats (in addition to heating) with a massage function for the front row, but both are otherwise virtually identical.
Designed to look like “a Scandinavian living room”, it features the typically clean and minimalist design language we’ve come to expect from Volvo, along with the expected array of finishes as well, such as the matte Birch Wood trim.
The seats, as ever, are a highlight with their excellent ergonomics; the best thing I can say after our circa 175km drive route is that I never once gave any thought to them, indicating just how comfortable and supportive they are.
It should also be noted that everything from seat settings to climate control and drive mode preferences can be linked to each driver’s NFC smart keycard or mobile phone, automatically readjusting each time they get back in the vehicle.
The minimalist approach does mean most controls are integrated into the central touchscreen, which is slick to use with its responsive display, although some vehicle controls are buried behind too many menus.
Mercifully, though, there is a small display atop the steering column to show the speed and Google Maps; this is in contrast to the EX30 which did away with the instrument cluster and placed the speedo in the middle.
The other big difference between the two trim levels is the audio system each features. In the Plus, you’ll find a 760-watt, 14-speaker Bose system, while a mega 1610-watt, 25-speaker, Dolby Atmos-compatible Bowers & Wilkins system is standard on the Ultra.
There’s no denying the latter is one of the absolute finest-quality systems you’ll come across, and is just the latest in a run of brilliant Bowers & Wilkins systems fitted to Volvo models.
To be fair, the Bose system is still perfectly clear, has good bass response, and will be fine for all but the pickiest audiophiles. For family buyers, there’s an integrated booster seat in the second row, while the third row seats will fold up and down with the push of a button.
In the media briefing it was noted that the third row has been designed to accommodate anyone up to 177cm tall – 1.4cm more than the average Australian male adult. Boot space measures in at 365-litres with all three rows in place.
That expands to 655-litres with the third row folded flat, and 1040-litres with the second row folded as well. Given such a large part of Volvo’s identity is safety, the EX90 is brimming with passive and active tech.
Tallies of 12 ultrasonic sensors, eight cameras, five radar sensors, and one LIDAR sensor should tell you everything you need to know. As mentioned earlier, though, it’s on the road that the two models differentiate themselves most.
In the Plus, you’ll find outputs of 300kW and 770Nm, making it good for 0-100km/h in 5.9 seconds. Curiously, there’s a slightly front-biased power split from its electric motors – the front motor delivers 173kW/420Nm while the rear contributes 127kW/350Nm.
Step up to the Ultra and things shift the other way around. Its rear-biased system delivers 380kW and a monstrous 910Nm of torque, with the front motor contributing 180kW/420Nm and the rear 200kW/490Nm.
Those outputs mean that despite this being a 2.8-tonne car, it will scoot from 0-100km/h in just 4.9 seconds. A big part of that weight is the massive battery with 111kWh nominal capacity, 107kWh of which is usable to allow for up to 570km range.
On the road, neither variant feels as though it weighs quite that much. With a mix of road surfaces on offer on our drive route, the EX90 impressed with how easily it absorbed even the worst bumps and potholes.
Mind you, the Ultra delivered the best body control, although only when it was left in the deceptively named ‘Firm’ setting which, even with 22-inch wheels fitted, was perfectly compliant and well-sorted.
In ‘Soft’, it tended to wiggle and wallow a bit more on some country roads, although it would be ideal for longer road trips on straighter, smoother roads. The Plus’ coil springs, by comparison, struck a nice balance, with a forgiving ride and decent body control.
Either way, you wouldn’t think the EX90 was as heavy as it actually is, especially since the nicely weighted tune of its steering helps mask it. The mapping of the accelerator pedal in both models feels nice and progressive too.
What impressed most of all though, was just how quiet the cabin is for an electric vehicle. On even the worst coarse chip surfaces, there was no road noise to speak of, while its aerodynamics kept wind noise at bay.
The company described it as “the most quiet Volvo cabin to date”, and you’d be well-minded to believe them with how serene it is. As you’d expect, given their differing electric motor combinations, there’s a clear difference in how the power is delivered as well.
Where the Plus feels smoother and more measured in its power delivery, the Ultra will happily give you a shove in the back as you bury the right pedal into the carpet and use every Newton-metre it has to offer.
So it’s a fantastic car to drive, and the price point also stands out as being rather good value for what you’re getting. Consider the Kia EV9 GT-Line’s $121,000 price tag, and you’ll likely agree this isn’t overpriced relatively speaking.
The thing is, this doesn’t need to be a big-volume seller, and it truly is the future of Volvo, just not in and of itself. That’s because the vast majority of the EX90 was developed in-house by the brand.
The scalable ‘skateboard’ platform, software, electrical architecture, and even mechanical components including the electric motors came from within, in what the company has confirmed will be the basis for all its future battery EVs.
If every subsequent car the Swedes build is based on this premise alone, we don’t doubt there are many more winners to come.
Our test vehicles were provided by Volvo Cars Australia at a one-day media launch event.
