2025 Volvo EX30 Review

Behind the wheel of the dual-motor version of the 2025 Volvo EX30, it takes less than four seconds to annoy the dude in the SRT-tuned Dodge Challenger in the lane next to you.

After all, that’s all the time it takes this cute little crossover — finished here in baby blue paint, no less — to hit 100 km/h from a standing start, which is unquestionably quick. But then it wasn’t designed to dominate the dragstrip; this diminutive electric vehicle (EV) is meant to tackle daily commuting duties in stylish and easy-to-use fashion. And while the form factor is right, the EX30 falls flat as far as execution.

Power: 9/10

With 422 hp and 400 lb-ft of ever-ready electric energy under foot, the EX30 Twin Motor Performance is wickedly quick, ripping off zero-to-100 km/h sprints in a Volvo-estimated 3.6 seconds. That’s absurdly swift, even as EVs have skewed what quickness has come to mean in recent years. For reference, with a thunderous 6.4L V8 under its hood, the aforementioned Dodge needs roughly three-quarters of a second longer to reach highway speed, which is a lifetime in drag racing.

Other than snapping off swift (and safe) passing manoeuvres, there’s no practical reason to have so much output — least of all in a subcompact crossover. That doesn’t mean it isn’t fun to have, however. And in spite of the numbers it generates, the EX30 isn’t a handful to manage, with the throttle calibrated to dole out the thrust in a conservatively-measured way.

Still, with wet and slippery winter roads, it provided repeated reminders that it’s tuned with a rear-drive bias, regularly kicking its hindquarters slightly askew when setting off from a stop. For driving enthusiasts, this can be fun; for many folks not expecting it, this sort of behaviour is startling.

Fuel Economy: 7/10

Brisk weather during this week-long test didn’t just make for some squirrely handling — it also seriously impacted the EX30’s range. Even with a full charge, the most indicated range we saw was a dismal 288 km — 30 per cent less than its official estimate of 402 km. It’s understandable that the cold weather will draw more energy to keep the cabin toasty and seats warm, and even gas-powered machines are less efficient in the winter, but no other EV comes to mind in recent testing that has been so negatively affected by winter weather. 

The EX30 Twin Motor Performance is rated to consume 19.3 kWh/100 km in combined city and highway driving, which is quite impressive on paper. However, with 288 km of range, the effective consumption rate is much higher. Meanwhile, the 64-kWh battery can reach speeds of 153 kW when hooked up to a DC fast-charger, and in ideal conditions, which Volvo claims will juice the EX30 from 10 to 80 per cent in less than 30 minutes.

Driving Feel: 9/10

The EX30 might look like a crossover, but nobody told the chassis engineers, who must’ve thought they were developing a sport sedan. The suspension is taut and keeps the little Volvo composed even when flung wildly into corners. There’s no listing when turning and no diving its nose when braking — just quick, obedient changes of direction. And in spite of that sportiness, the ride isn’t harsh, somehow managing to be firm while simultaneously smoothing out all but the nastiest frost-heaved and cracked mess of roads we encountered.   

Braking is strong, hauling the EX30 down from speed with ease. But while one-pedal driving is offered, the regenerative braking isn’t as forceful as it can be elsewhere, requiring actual brake-pedal use more often than we’d like in one of the newest EVs on the market.

Styling: 9/10

Volvo’s stylists got the message that they were designing a crossover, but they apparently sought to make it as sporty — and funky — as possible, and to great effect. Where its larger EX40 sibling (which used to be called the XC40 Recharge, for what it’s worth) looks tall and boxy but in a cool way, the EX30 is lower and squatter. It’s fun while still clearly looking like a Volvo. Even in a rather subdued shade of paint, our tester drew positive responses from several passersby.  

There’s even more funkiness inside. A large swath of hard, matte-finished recycled plastic spans the dashboard and door panels. In our tester, it was grey with speckles of white and blue that looked like linoleum floors in an old diner. While the dash top was finished in a soft-touch material, the lower panels of the doors and dash were made of hard plastic that’s surely upcycled, too, but was reminiscent of a garbage bin. The metal door handles were the one feature that looked like they belonged in a premium car.

Aside from the interesting surface materials, the only other styling elements to speak of are the vertical vents, a big touch screen and the steering — ummm —square. 

User-Friendliness: 5/10

Taking a page out of Tesla’s interior design book, the EX30’s controls have been simplified to the point of ridiculousness. It may save costs and appear futuristic to do away with all the switchgear, but at best it’s annoying, and at worst it’s downright distracting. Adjusting the outside mirrors, for instance, requires a tap of the screen, then clumsily working with thumb controls on the steering wheel. The window switches aren’t near the windows on the door, but rather on a little nub just ahead of the centre armrest. And if you want to operate the rear windows, you must first push a button asking to do so, then use the same buttons from the front. It’s pointlessly complex.

To open the glovebox — you guessed it — requires another tap on the touchscreen before a drawer drops down in the centre dash. Don’t expect to find a volume knob or proper buttons for radio tuning or climate controls, either; they’re all embedded in the screen, too.

Adding to the complexity, there’s no traditional key. Instead, the driver has a credit-card-sized unit that needs to be tapped against a sensor on the door pillar for entry and then placed in the phone charger slot before the EX30 can be started. Or it can be used in conjunction with a separate fob the size and shape of a usual key fob, but without any buttons on it, so popping the hatch or unlocking a door for a friend can’t be done from a distance. It’s utterly baffling why someone thought this was a good idea.

There are some clever bits, though. The cup holders slide out of the centre console; the space between the two front seats has a two-level compartment with little doors on top; and the wireless charger nestles the phone snugly in place with a rubber grip (although not having the phone’s screen visible to the driver would be a safer choice). The infotainment system worked well enough during this test, and the Google-based system is intuitive to navigate with a bright, crisp display, plus it still allows for wireless Apple CarPlay connectivity.

Safety: 9/10

Volvo has been synonymous with safety for a long time, and while the EX30 was not yet tested by North American agencies at the time of this writing, we expect it’ll follow the footsteps of its forebears and earn decent ratings. Occupants are protected by a cocoon of air bags, and Volvo provides automated collision avoidance systems that help brake and steer away from danger in emergency situations. There are also radar sensors to help warn of vehicles or cyclists approaching from behind so a door isn’t opened into their path. And the EX30 has a self-parking system to help fit itself into parallel spaces. 

Drivers who don’t have enough nagging in their lives will appreciate the EX30’s oversensitive driver alert system that strongly suggested a break because of a yawn before even leaving my driveway. Worse is the repeated admonishment for doing anything other than looking straight ahead with both hands on the wheel. Attempt to figure out how to adjust the volume or ambient temperature for a split-second, and the EX30 will shame you for your inattention.

Features: 7/10

Beyond having the all-wheel-drive setup, the EX30 tested here came with a glass panel that stretched the length of the roofline. While allowing plenty of light into the cabin, it also acted as a greenhouse, heating up the interior significantly — and there’s no standard shade for it. There is, however, a system that measures the air quality.

Volvo has implemented an impressive sound bar across the dash top that delivers good audio quality, supplemented by additional speakers in the back. It should be noted that the system’s name badge sits in the middle of the otherwise all-black dash top and catches the light, causing a visual distraction while driving on sunny days.

The power-adjustable front seats are heated but not ventilated. However, they’re finished in a variety of rich-feeling synthetic fabrics that vary by trim, all of which should breathe well. 

Comfort: 8/10

Those smartly shaped seats are very comfortable, too, offering a great blend of firm support with enough supple padding to be cozy for longer than the battery will last. Space up front is decent, but rear-seat passengers will find leg- and headroom a bit snug. Road and wind noise is well hushed, while the electric motors operate silently, too. 

Practicality: 7/10

Being a subcompact crossover, practicality is limited by the EX30’s diminutive footprint. It’ll technically seat five, but putting three adults in the back will likely result in grumping. Plus, there are no cup holders back there, so occupants will be thirsty, too. Similarly, the cargo hold is smaller than the trunks of most small sedans, although the rear seat does split and fold forward, opening up the cargo hold, and there’s a small frunk. There’s also a clever pictogram molded into the plastic inside the hatch to show what will fit in the back. The EX30 is rated to tow 900 kg (1,984 lb).

Value: 7/10

Those enamoured by the EX30’s looks can have them in a single-motor variant with considerably less power (but slightly more range) than our tester for just about $60,000 before options and taxes. Our tester was a top-of-the-line EX30 Ultra Twin Motor Performance riding on optional 20-inch wheels, bringing the price to more than $66,000. (All prices include freight.)

That’s no small sum, but when compared to the new electric Mini Countryman SE, it’s priced very similarly yet offers considerably more power (but less space). A Fiat 500e provides as much visual interest, but even less interior space and range, albeit at a much lower cost. The elephant in the room is the Tesla Model Y with even more power, more space, and significantly more range than the Volvo for basically the same price.

The Verdict

Volvo is well on its way toward an entirely electric lineup, with exciting and interesting models being key to the plan — even if it has been abandoned in favour of still selling hybrids. Unfortunately, following the oversimplification trend with models like the 2025 Volvo EX30 is likely to alienate more would-be owners than win them over, which is a shame considering the effort put forth in creating such an engaging machine. With some notable ergonomic fixes, the EX30 could be a real winner. For now, it delivers an experience that’s as frustrating as it is fun to drive.