Volvo has adjusted course on its electrification strategy, choosing not to go EV-only but instead continuing to offer updated versions of its combustion-powered models alongside their electric counterparts. The first to illustrate this dual-track approach is the 90 series, where the facelifted XC90 joins the all-new EX90. At a recent local test drive event, we had the chance to experience both SUVs side by side, taking each for a spin to see how they compare.

The EX90 was originally introduced in late 2022, but production didn’t start until mid-2024 due to supply issues and lingering software bugs. On the other hand, the second-generation XC90, originally debuted in 2014, received a mild refresh in 2019, and has just been treated to a more thorough update in 2024.

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The two Swedish SUVs have similar footprints with three rows of seats. However, they ride on different underpinnings, as the XC90 retains the original SPA (Scalable Product Architecture) platform, while the EX90 utilizes the much newer SPA 2 architecture. More importantly, the XC90 offers mild-hybrid and plug-in hybrid powertrain options, while the EX90 is exclusively available in fully electric form.

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With the specifications laid out, the question becomes how these SUVs measure up in design, cabin quality, and on-road character.

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Both models cut an imposing figure on the road, though the EX90 stretches a little longer with its extended rear overhang. The XC90’s 2024 facelift, particularly its redesigned front fascia, succeeds in giving the veteran SUV a fresher appearance without altering the bulk of its bodywork.

The XC90’s grille features a distinctive pattern that immediately sets it apart from the EX90’s minimalist, closed-off face. I personally prefer the look of the XC90’s slimmer LED headlights with Thor’s hammer graphics over the EX90’s pixel-style DRLs with the overly complex split-opening theatrics. As for the faux side intakes of the XC90, in my opinion it wouldn’t hurt if they were smaller as they serve no real purpose.

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From the side, the EX90 asserts its modernity with a clamshell hood, sharper dynamic lines, and flared fenders that integrate more seamlessly into the body. The same applies to the futuristic design of the 22-inch wheels that edge out the classy but conservative looks of the XC90’s 21-inch alloys.

The rear end is probably the weakest point of the XC90, with the EX90 looking one generation ahead. Don’t get me wrong – I always liked the aristocratic elegance of the big ICE-powered Volvo SUV but its tail has remained the same over the past decade and it can no longer hide its age. Having said that, I’m not a huge fan of the split taillight arrangement of the EX90 with extra LEDs flanking the rear glass.

Minimalism Over Perceived Quality

Moving inside, the EX90 bets on minimalism, while the XC90 does a better job in the perceived quality with bigger chunks of fabric and wood inserts on the dashboard. The floating center console of the EV has more space for storage and a cool little case for the key, but I still prefer the more traditional setup of the XC90 with the crystal-like shifter.

In terms of tech, the XC90 has recently gained a 11.2 inch infotainment display and a 12.3-inch digital instrument cluster. The EX90 has a bigger and more commanding 14.5-inch touchscreen that’s joined by a smaller but easier to read 9-inch instrument cluster.

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The Google-powered infotainment software with crisp graphics is shared between the two, although the absence of physical buttons and shortcuts is a bit more frustrating in the EV. Overall, I didn’t like the fact I was several clicks away from accessing the selectable driving modes, but at least the climate controls are always visible on the lower end of the screen.

Predictably, the cabins of the SUVs feel similarly spacious. According to the spec sheets, the XC90 has slightly less headroom than the EX90, although it does have a touch of extra hip room on the third row. The boot is nearly identical, with 662 lt (23.4 cubic feet) for the EX90 and 668 lt (23.6 cubic feet) for the XC90 (both measured with the third-row seats folded). The seats are superb in both models, offering great levels of comfort and support for various body types.

Staying loyal to Volvo’s safety fixation (and reputation), both models come with sophisticated ADAS suites and a limited top speed of 180 km/h (112 mph). However, only the EX90 has a roof-mounted LiDAR, with the XC90 still relying on radar and camera sensors.

The Driving Experience is the Decisive Factor

My drive started with the XC90, as I wanted to see if it would still impress me as much as its predecessor did when I first drove it many years ago. It most certainly did. The ride is smooth, the cabin is serene, and it still feels like an excellent long-distance cruiser.

Predictably, the XC90 still feels like a big and heavy SUV when you push it in the corners, with a healthy amount of body roll despite the efforts of the self-leveling air suspension. With a combined output of 449 hp (335 kW / 455 PS) from its plug-in hybrid powertrain, the SUV is no slouch, but it’s clearly more geared towards comfort than outright performance.

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The EX90, on the other hand, feels like a step into the future. You immediately feel the difference the newer chassis makes in ride quality, combined with the more sophisticated dual-chamber air suspension. In Comfort mode, it glides over bumps, while Performance mode tightens it up reducing body roll. Furthermore, the steering of the EV feels quicker and more direct, doing a better job in disguising its heavyweight nature.

The EX90 we drove came fitted with the Performance powertrain which is a $5,000 option in the US. This dials up the combined output of the dual electric motors to 510 hp (380 kW / 517 PS) from the standard 397 hp (296 kW / 402 PS). Overall, the half-second advantage over the PHEV in the 0-100 km/h (0-62 mph) sprint might not sound that big on paper, but the instant torque delivery and overall responsiveness make the EV feel significantly quicker on the road.

Final Thoughts

After spending a limited amount of time with Volvo’s two flagship SUVs, I reached two clear conclusions. The facelifted XC90 remains a strong contender in the segment, with welcome improvements in the design and ride quality. However, when driven back-to-back with the fully electric EX90, it’s clear the latter takes the lead in performance, comfort, and driving dynamics. Volvo was right to keep the ICE-powered XC90 in the lineup with thoughtful updates, but for those open to an electric-only option, the newer EX90 makes the more compelling case – even with a higher price tag.

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Volvo can’t seem to catch a break. Hot on the heels of an NHTSA advisory urging owners of various plug-in hybrid and electric models to stop using ‘B mode’ , aka One Pedal Drive, until a software fix is in place, the company is now facing a class action lawsuit over safety concerns in its all-electric XC40 Recharge.

Filed in the United States, the lawsuit alleges that the compact SUV suffers from serious defects, including unintended acceleration, that put both drivers and passengers at risk. More than 100 owners have joined the suit, which demands a jury trial and alleges that Volvo either knew, or should have known, about the problems.

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At the center of the complaint is lead plaintiff Robert M. Becker, who argues that the XC40 Recharge can unexpectedly surge forward, lurch, or accelerate unintentionally. According to the filing, these incidents are most likely to occur during low-speed driving, when shifting gears, or while using the vehicle’s One Pedal Drive mode.

Becker contends that the defects pose a “substantial risk of accident, injury, or property damage” and that Volvo failed to take appropriate action.

Claims of Prior Knowledge

The lawsuit asserts that Volvo knew, or was reckless for not knowing about, the issue based on pre-release testing, consumer complaints (including for the mechanically-related Polestar 2), dealership service reports, internal engineering assessments, and data from the NHTSA. Despite this, the automaker is accused of downplaying or concealing the full extent of the problem. The complaint further claims that Volvo’s recall efforts were “piecemeal and unduly narrow.”

Lead plaintiff Robert Becker leased a 2024 XC40 Recharge on September 13, 2024 and claims to have experienced multiple instances of the vehicle surging and lurching during normal operation. Less than a month after having the electric SUV, he had to take it to a Volvo dealership to be diagnosed and repaired.

Volvo’s Recalls

The lawsuit points to two recalls issued by Volvo in the US. The first involved a software fault that could lead to a sudden loss of propulsion in XC40 Recharge models, but according to the complaint, it failed to resolve deeper control logic flaws. A second recall targeted 2021–2022 models due to the risk of water entering the accelerator pedal sensor harness. Plaintiffs argue that this recall was too narrow, leaving similar defects in other vehicles unaddressed and failing to correct the core issue.

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Becker is suing Volvo for violations of the Consumers Legal Remedies Act, the Unfair Competition Law, False Advertising Law, fraudulent concealment, and unjust enrichment. Plaintiffs are seeking a mix of compensatory and punitive damages, as well as restitution, disgorgement, and injunctive relief aimed at correcting the reported defects.

Volvo’s U.S. sales have grown 6 percent so far this year, reaching 64,680 units by midyear. Even with that upward trend, the company is taking a cautious turn, announcing plans to cut around 15 percent of its local commercial workforce in an effort to reduce expenses and brace for potential instability.

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On the surface, the job cuts seem to be happening at an inopportune time. Volvo has several new models in its line-up, including the all-electric EX90 and ES90. However, it’s been revealed that most of the workers affected by these cuts were hired during the pandemic, and some cuts were made through attrition.

Jobs Cut at U.S. Headquarters

Citing an unnamed sourced within Volvo, , approximately 60 jobs have also been eliminated, with most of these positions located at the company’s headquarters in New Jersey. According to Volvo, it “is taking measures to become a leaner, more efficient organization with a structurally lower cost base.” The company added this “will better position us to build a profitable … future for the Americas region and for Volvo Cars overall.”

It’s not just in the US where Volvo is reducing its workforce, Auto News reports that the company is looking to slash 15 percent of its global workforce, or roughly 3,000 jobs. The majority of these will be in Sweden and come in part due to President Donald Trump’s tariffs.

Approximately 90 percent of all vehicles Volvo sells in the US are imported, and to offset the costs of these tariffs, it plans to save the equivalent of $1.87 billion.

Other Layoffs

In April, Volvo announced that it would lay off roughly 800 workers across its US operations, impacting factories in Dublin, Virginia, and Hagerstown, Maryland, as well as its Mack Trucks plant in Macungie, Pennsylvania.

At the same time, Volvo is reportedly looking to make better use of its Ridgeville, South Carolina plant. Just 20,000 vehicles were produced there last year, representing only 13 percent of the facility’s total capacity. To boost output, the company is considering adding XC60 production to the site.

In one fell swoop, Polestar and Volvo have announced plans for two new models. Both will arrive before the end of the decade and be built at Volvo’s new manufacturing plant in Kosice, Slovakia.

Starting with Polestar, the brand has officially announced plans for an all-new model called the 7. It’s being billed as a premium compact crossover that will be launched in 2028.

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The company isn’t saying much about the model at this point, but confirmed it will use a “technology base from Volvo Cars, benefiting from group component sharing, cell-to-body technology with next-generation battery density and performance, as well as the next generation of in-house developed e-motors.”

Despite the heavy reliance on Volvo, Polestar said there will be a number of “adaptations” to deliver the performance and driving experience the brand is known for.

That’s not a lot to go on, but the company released a teaser image that shows the crossover under a sheet. While there isn’t much to see, the model will have an upright fascia with sizable lighting units. We can also see pronounced fenders and a prominent Polestar logo.

Polestar CEO Michael Lohscheller said, “Working with Volvo Cars to develop and manufacture [the] Polestar 7 in Europe is a unique opportunity that will strengthen our position in our home market. Our strategy of utilizing Group architectures as the base for our future model lineup gives us access to the best, latest technologies, in a cost-efficient manner.”

He added the upcoming model will have sporty driving characteristics and a design that is instantly recognizable.

New Volvo Crossover Coming First

For their part, Volvo welcomed the news and confirmed the Polestar 7 will “follow a yet-to-be-announced, next-generation” model from the Swedish luxury brand. This means the mysterious Volvo should arrive before 2028, but the automaker didn’t give a timeline. However, Reuters is reporting “large-scale production” has been pushed back until early 2027.

While the company didn’t say much about their electric crossover, they confirmed the Polestar 7 will share a “common technology base with two forthcoming Volvo models, including the Volvo EX60.” It will be launched next year and ride on the new SPA3 platform, which will eventually underpin all future Volvos.

Volvo EX60

The EX60 is a mid-sized crossover and will be the first vehicle equipped with a multi-adaptive safety belt. It aims to provide better protection by “adapting to traffic variations and the person wearing it, thanks to real-time data from the car’s advanced sensors.” As part of this effort, it will factor in a person’s height, weight, body shape and seating position.

Volvo CEO Håkan Samuelsson said, “Our collaboration with Polestar on the development and manufacturing of the Polestar 7 underscores how Volvo Cars and Polestar continue to leverage synergies to efficiently deliver outstanding cars built for our distinct customer segments.” He added this “builds on the success of our joint efforts on the widely acclaimed Polestar 2 and Polestar 3.”

The Kosice plant is currently under construction and will be Volvo’s third manufacturing facility in Europe. It will cost around $1.4 (£1.0 / €1.2) billion and have an annual production capacity of up to 250,000 vehicles.

Volvo’s fleet of electric vehicles features models like the EX30, EX40, C40, and the EX90. As of a few months ago, it now also includes the ES90 sedan, conceived as a rival to the BMW i5. Soon, the brand’s EV family will welcome a new member in the form of the EX60.

First teased as a clay model during the unveiling of the ES90 in March, the EX60 will serve as an electric alternative to the compelling – but aging – XC60. This image shared on social media reveals one of the SUV’s taillights. It features a blocky design with prominent LED lighting signatures and, as is customary for a Volvo SUV, the lights extend up the rear pillars.

Read: Volvo EX60 SUV Makes Surprise Appearance

In the post, the company noted that the EX60 is “fully software-defined and built to evolve over time.” It added, “the Volvo EX60 is more than a midsize SUV, it’s the future. Arriving in early 2026.”

Volvo is remaining tight-lipped about many of the EX60’s key details. However, we know it will be its first model based on the scalable SPA3 architecture, an upgraded version of the SPA2 platform used by the EX90 and ES90.

Details about the powertrains that will be offered for the XC60 are not yet known. However, it’s reasonable to assume it may have similar specs to the ES90, likely being available in single- and dual-motor guise. If the EX60’s battery pack matches the 102 kWh capacity of the ES90, its range should be close to the 400-mile (644 km) mark. Thanks to a DC fast charging capabilities, juicing up this battery should be quick. The ES90 supports 350 kW inputs, and 186 miles (300 km) of range can be added in just 10 minutes.

Earlier this month, Volvo announced the EX60 would be the first model to receive its new multi-adaptive safety belt. This uses sensors to determine the height, weight, and shape of a passenger and can tailor the amount of force needed in the event of a crash.

Update: While Volvo hasn’t specified the exact number of cars affected, they did send us a statement confirming that “the software remedy has been rolled out to compatible cars via over-the-air update and is also available through retailer workshops.” The spokesperson further added, “We are asking customers who have not yet had the corrective software installed in their cars to avoid selecting ‘B’ mode or One Pedal Drive while driving.”

Regenerative braking is a vital technology for EVs and PHEVs. Without it, they’d have a significantly lower range. The entire driving experience would be different since it enables B-mode and one-pedal driving. Now, 11,469 Volvo owners are finding out what that’s like to live with. The automaker just issued a warning to stop driving with either of those modes until it sorts out a braking issue.

The new recall, number 25V392000, includes several models from 2020-2026, including the S60, V60, S90, XC60, XC90, XC40, EX40, EC40, and C40. Those running software 3.5.14 might have issues with their brake control module. Specifically, they might experience a loss of braking functionality. While that sounds bad, there are two sides to this story.

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According to Volvo, the issue seems to only pop up after “coasting downhill for at least 1 minute and 40 seconds.” It would be rare to do that on the vast majority of roads. One would likely be descending a mountain or dropping into a valley on a long highway.

But the big issue is what happens if it does occur. The automaker warns, “If the situation occurs, pressing the brake pedal may remove braking functionality entirely.” Clearly, that’s about the worst possible scenario.

Notably, Volvo didn’t provide a chronology report to explain how it heard about this situation, what it did in the aftermath, and how it decided to conduct a recall. Because of that, we’re missing a lot of vital information about how this all came about.

The NHTSA does require Volvo to produce that report, but it simply isn’t available yet. We do know that Volvo plans to fix all of these cars via a software update over the air. It’ll notify owners by August 6, and dealers already know about the situation.

Interestingly, this recall might actually be a bit bigger than 11,469 units. In a different piece of paperwork filed with the NHTSA, Volvo says that the recall includes 14,014 cars. We’ve reached out to the NHTSA to see why the figures are different. We’ll report back here if we learn the cause of that difference.