2025 Volvo EX90

2025 is the EX90's launch model year on the original 400V platform: the volume Twin Motor makes 300 kW (402 hp). The 449-hp/670-hp outputs and 800V system belong to the 2026 update and do not apply here.

568 lb-ft from zero rpm exceeds the top of the 130–500 lb-ft SUV band, as instant-torque dual-motor EVs routinely do.

5.7 seconds is quick for a ~5,900-lb three-row SUV and comfortably ahead of gas three-row luxury rivals, but behind the Rivian R1S and BMW iX xDrive50; the Performance trim's 4.7 s shows the headroom left on the table.

Silent, smooth, progressive dual-motor delivery that reviewers praise for calm composure rather than torque-dump theatrics. Held below the 2026 car because the 2025 launch cars were dogged by software immaturity (delayed features, OTA fixes, reported glitches) that colored the ownership experience of the drivetrain controls.

Single-speed direct drive per axle — no shifts to mistime and no hunting. Scored on the quality of delivery and regen behavior, including a one-pedal mode that reviewers found smooth rather than grabby.

4,850 lbs is mid-pack for a large luxury SUV — enough for a small boat or camper, below the Rivian R1S and body-on-frame rivals. Every 2025 EX90 is AWD, so the rating applies fleet-wide.

Dual-motor AWD is standard on every 2025 EX90 (the RWD Single Motor only arrived for 2026), with fast electronic front/rear torque distribution and a disconnecting front motor. No low range or extensive terrain-mode suite keeps it from the very top.

Pavement-oriented luxury EV. Standard air suspension with an off-road mode that raises ride height at low speed handles gravel roads and snowy trailheads, but there are no skid plates, lockers or low range on a ~5,900-lb vehicle on street tires.

One energy type and, for 2025, only two outputs of the same dual-motor AWD layout on one 111 kWh pack — narrower than 2026, which added a RWD Single Motor. Gas/PHEV buyers are directed to the separate XC90.

Graded against EVs, 84 MPGe is low-middling: the 2025 400V EX90 consumes ~40 kWh/100 mi, the cost of a heavy three-row body on a 111 kWh pack. Scored on the Twin Motor with the factory 21-inch wheels, the volume configuration; other wheel sizes drop it to 81.

Regen helps, but mass dominates: 86 MPGe city sits well down the EV-SUV range.

Highway is the EX90's relatively best cycle thanks to its 0.29 Cd body, keeping the city-highway gap to 4 MPGe on 21-in wheels.

The 111 kWh (107 kWh usable) pack carries the EX90 to 310 EPA miles on its factory 21-in wheels — mid-pack among EV SUVs, behind the Rivian R1S, Model X and BMW iX, ahead of the EQS SUV-class laggards. The 2026 800V car is rated lower (298–305 mi) on a smaller pack.

250 kW peak is strong for a 400V EV and competitive with the iX and EQS SUV, but short of the 800V Korean EVs, the Escalade IQ and the 2026 EX90's 350 kW; the 2026 voltage upgrade is not retrofittable to 2025 cars.

Volvo's 30-minute 10–80% figure for the large 107 kWh usable pack is respectable mid-band; the 2026 800V car cut it to 22 minutes.

Far cheaper than any gas three-row luxury SUV, but only mid-pack among EVs given the EX90's ~40 kWh/100 mi consumption.

No fuel grade to manage; 11 kW onboard AC charging gives a full charge overnight in about 10 hours on a 240V circuit, and 250 kW DC capability is solid. Scored below the 2026 car because the 2025 lacks the 800V/350 kW hardware and Plug & Charge, uses a CCS1 port that needs a NACS adapter for Supercharger access, and its bidirectional-charging hardware was not yet enabled.

NHTSA tested the 2025 EX90 directly (its launch model year of the first generation) and awarded a full 5-star overall rating, with 5 stars in the frontal, side and side-pole tests and 4 stars for rollover at a 10.9% rollover risk.

The 2025 EX90 is an IIHS Top Safety Pick+ (vehicles built after July 2024) with Good ratings in every crashworthiness test — small overlap front, updated moderate overlap front and updated side — plus Good seat belt reminders. Only the Acceptable headlights and LATCH keep it off a perfect sheet.

On paper every 2025 EX90 carries AEB with pedestrian/cyclist detection, Pilot Assist lane centering, full-range adaptive cruise, BLIS with steer assist, rear automatic braking, run-off-road mitigation and a standard 360-degree camera. It sits below the 2026 car because early 2025 deliveries shipped with software gaps — rear cross-traffic alert and curve speed assist arrived later by OTA, the roof lidar ran in data-collection mode only, and the 2026 night emergency steering and unresponsive-driver call were not yet present.

IIHS rates the standard system Good in both the vehicle-to-vehicle front crash prevention evaluation and the pedestrian evaluation, the pairing behind its TSP+. The deduction is for false positives: 2024-25 owners logged phantom-braking events that Volvo has been tuning out through OTA perception updates.

BLIS with steer assist (active intervention, not alert-only), rear automatic braking and a door-opening alert are standard on every trim. Scored below the 2026 car because rear cross-traffic alert was absent at launch on early 2025 builds and only activated by later OTA software, and owners report intermittent BLIS dropouts.

Pilot Assist lane centering is standard and works well on clean, well-marked highway, but owners report ping-ponging and nervous corrections on faded lines, and the camera-based driver monitor is quick to nag and disengage. The 2025 car launched on immature software, with refinements arriving by OTA.

Full-speed-range adaptive cruise with stop-and-go is standard and integrated into Pilot Assist; reviewers and owners describe the pacing as smooth. It loses ground for phantom-braking reports, conservative following gaps, and curve speed assist missing at launch on 2025 cars.

No hands-free driving is available on the 2025 EX90. Pilot Assist is hands-on with capacitive-wheel and camera monitoring; the roof lidar meant to enable Volvo's Ride Pilot only ever ran in data-collection mode, and Ride Pilot never launched before Volvo abandoned lidar after Luminar's bankruptcy.

IIHS rates the LED projector headlights, identical on all trims, only Acceptable, with high-beam assist standard — the one non-Good result among the crash and avoidance ratings, and no better-lit trim to buy up to.

The upright glasshouse and large mirrors give decent forward and side sightlines, and a 360-degree camera with 3D view is standard, but the raked rear glass, thick D-pillars and third-row headrests limit rearward view. The 2025 car was also covered by a rearview-camera recall for an image that could fail to display.

IIHS rates LATCH ease of use Acceptable, but the hardware count is generous: four rear positions have complete lower-anchor-plus-tether hardware and a fifth a tether, so the third row can take a car seat. Second-row anchors and tethers are exposed and easy to reach; third-row access is tight.

Three-row seven-seater as standard on both 2025 trims (Plus and Ultra), with a six-seat second-row captain's-chair option.

Generous front headroom; the 2025 launch-year body is identical to later years, which carry no dimensional change.

Front legroom is modest for a 198-inch three-row SUV.

Second-row headroom is excellent even under the standard fixed panoramic roof.

Adequate second-row legroom with fore-aft slide, but not class-leading.

Third row is fine for children and short adult trips; headroom is tight above ~5'10" and access past the heavy sliding second row is narrow, though it gets vents, cupholders and USB-C.

Cargo behind the second row is ordinary for a three-row SUV of this length; the floor is high over the battery.

Volvo's own maximum figure (measured to roof) is competitive; window-line figures are lower.

Underfloor bin, small frunk and individually folding backrests are useful; 2025 cars could also do V2H with the dcbel Ara, but V2L was not active on delivered cars and second-row cupholders are criticized.

Front seats are among the best in the class with broad adjustment; massage only on Ultra, and second row is flatter.

Ultra's air suspension is plush and controlled, but the volume Plus trim rides on steel springs and the heavy body can bounce over large impacts.

Exceptionally hushed even by EV standards; laminated glass and 0.29 Cd keep wind noise down.

Plus includes quad-zone climate with third-row air, heat pump, heated front/rear seats and wheel, and an air purifier; ventilated and massage seats on upper trims.

The 2025 EX90 has no Single Motor model in the US; that version arrives for 2026. The entry car is the Twin Motor Plus at $81,290 with destination, well above the top of the SUV price band.

We treat the Twin Motor Plus 7-seat as the volume configuration. It is the trim Volvo dealers lead with in advertised lease offers, though no trim-mix sales data is published.

The EV drivetrain needs no oil, plug or transmission service, and Volvo's 3-year complimentary scheduled maintenance covers the early years. That keeps projected 5-year spend low for a luxury three-row SUV.

Early used EX90s are already trading $10,000–$20,000 below new, and heavy lease subsidies on new cars push used values down further. We take the midpoint between iSeeCars' pessimistic figure and CarEdge's optimistic one.

Volvo's 4-year/50,000-mile new vehicle limited warranty matches the German luxury norm. It trails the 5-year plans from Genesis and Hyundai.

The high-voltage battery carries the industry-standard 8-year/100,000-mile coverage. That is competitive, not class-leading.

Volvo includes 3 years of complimentary factory scheduled maintenance (one visit per year) and 4 years of unlimited-mile roadside assistance. Google built-in connected services and OTA updates come on top. That is multi-year included maintenance with real perks.

$81,290 volume-trim price minus its estimated resale value after 5 years (40% retained, or about $32,516) leaves about $48,774 in depreciation. Add the projected $2,634 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $51,408 in total.

The 2025 EX90 was a launch-year EV with well-documented software immaturity: blank screens, failed charging, radio and key faults, and frequent hard resets. Consumer Reports predicts below-average reliability for the EX90. That puts it near the bottom of the segment, with only the VinFast VF 8 clearly worse.

Volvo sits in the lower half of recent Consumer Reports brand rankings and J.D. Power VDS studies. Its newer software-defined EVs (EX30, EX90) have pulled its standing down, so this scores in the low-mid band.

There are a few NHTSA recalls for the first model year: headlight loss (LPC software), loose second-row seat bolts, and the power-tailgate spindle nut that can let the gate drop. On top of those, Volvo is replacing the core computer on every 2025 EX90 to fix persistent bugs. That fleet-wide hardware replacement is a systemic remedy, not a minor TSB.

The SPA2 dual-motor drivetrain and 111 kWh (107 kWh usable) pack are new and have no long-term record. No widespread motor or battery failures are reported, but charging and low-voltage electrical faults appeared in early cars, so this is an unproven new design.

Reviewers consistently praise the cabin's Scandinavian design, wool-blend and Nordico upholstery, real wood and the Bowers & Wilkins audio. It is among the nicest interiors in the mid-size luxury EV class.

Physical assembly is generally solid, but the seat-bolt and tailgate recalls point to early-production assembly lapses. Initial-quality complaints are dominated by electronics rather than panel gaps or rattles.

Volvo has roughly 280 US retailers, which is adequate but thinner than German or Lexus networks. The free core-computer swap shows Volvo is supporting owners, but it adds dealer visits for every 2025 car.

This is a new, low-volume flagship EV with lidar, a large glass roof and dealer-only electronics. Parts are proprietary, there is effectively no aftermarket yet, and repair and collision costs are expected to be high.

Large portrait center screen standard on both 2025 trims.

Google built-in is good when it works, but 2025 cars launched on a single-computer setup with frozen/black screens, reboots and functions buried in menus; Volvo is retrofitting an upgraded core computer to every 2025 car.

Apple CarPlay was absent at launch and arrived wirelessly by OTA; Android Auto is wired-only on Volvo's Google built-in system.

Google Assistant and Google Maps built in with embedded 5G — a top-tier native stack.

Bose is standard on Plus; the 25-speaker, 1,610 W Bowers & Wilkins Dolby Atmos system is available on Ultra.

Standard 9-inch digital driver display is crisp but small and minimally configurable; the HUD partly compensates.

Full-vehicle OTA that has delivered CarPlay, Plug & Charge, ADAS functions and bug fixes — but the 2025 car depended on it to complete a launch-incomplete product, and the core-computer fix needs a dealer visit.

Volvo Cars app covers remote climate, charging, location, and phone-as-key is standard on Plus; owner reports of digital-key glitches on early cars.

Two USB-C per row plus third-row side ports and wireless charging; no household AC outlet and V2L not active at delivery.

Phone-as-key and NFC card key standard, plus power tailgate; no physical start button needed.

360-degree camera with 3D view and Park Pilot Assist standard, docked slightly for the 2025 rearview-camera display recall.

Large head-up display is standard on the volume Plus trim.

Room for two car seats in row two, an integrated booster cushion standard on Plus, and four LATCH positions; heavy second-row seats and a small third-row opening are the compromises.

IIHS Top Safety Pick+ and NHTSA 5-star overall, with a full ADAS suite standard on the entry trim; early cars had some features (e.g. rear cross-traffic alert) pending OTA.

Three-row climate, USB-C in every row, heated rear seats and a very quiet cabin; luggage space behind row three (13.6 cu ft) is tight with seven aboard.

Smooth, quiet, with good one-pedal tuning, but 2025 software glitches, screen-only controls and a spongy low-speed brake pedal add daily friction.

Electricity cost is low next to gas three-row luxury SUVs, though 84 MPGe is heavy-EV territory and tires for a ~6,000 lb SUV are costly.

A 198-inch, 77-inch-wide body with a 39 ft turning circle, mitigated by standard 360 camera and Park Pilot Assist.

4,850 lb tow rating handles light trailers, but range drops sharply under tow and cargo is carpeted luxury space.

Unproven first-year EV with widespread software faults, a fleet-wide core-computer replacement and multiple recalls; luxury interior is not work-oriented.

12 V cargo outlet, underfloor bin and Volvo accessories; 2025's 400V pack uniquely supports V2H via the dcbel Ara, but there is no household AC outlet or V2L at delivery.

Superb seats and quiet, plus Pilot Assist, but 300-310 mi EPA (closer to 230 mi at 70-75 mph) and 250 kW / ~30 min 10-80% charging trail the 800V rivals.

Standard AWD on every 2025 trim, 8.4 in clearance with an off-road mode (air-suspension lift on Ultra), and a 4,850 lb tow rating; still a road-biased luxury SUV.

40/20/40 second row and power-folding third row create a flat floor and 85 cu ft max, plus underfloor bin, frunk and an available folding hitch.

Composed and grippy for a ~6,000 lb three-row SUV with modest body roll, especially on Ultra's active chassis; not genuinely agile.

Precise and quick but light and devoid of feedback, sometimes twitchy in everyday use.

Stopping power is strong, but 2025 test cars had a spongy pedal at low speed and abrupt one-pedal tuning.

402 hp Twin Motor delivers smooth, progressive, ample thrust (0-60 in ~5.4 s tested); response is soft in default mode.

Near-silent drive units and excellent isolation; among the quietest EVs tested.

Large turning circle befitting a 117.5-in wheelbase; no rear-wheel steering offered.

Commanding, widely adjustable seat and wheel with a HUD, but nearly every control (including mirror adjustment) lives in the touchscreen, which on 2025 software was laggy.

Brisk and relaxing rather than engaging; a calm luxury cruiser with drive settings hidden in menus.

Even the entry Twin Motor Plus is a fully loaded car: dual-motor AWD, seven seats, a 14.5-inch Google built-in touchscreen, a lidar-equipped sensor suite and Pilot Assist. That is competitive content for a luxury flagship. The catch is that no cheaper, simpler entry version existed for 2025.

At $81,290 to start, the EX90 costs more than the Kia EV9 GT-Line or a Rivian R1S Dual. In 2025 it also shipped with software that was buggy and missing features, which undercuts what buyers get for the price. Large lease allowances narrow the gap in practice.

There are two trims (Plus and Ultra), each with Twin Motor or Twin Motor Performance and a 6- or 7-seat layout, for eight configurations spanning about $81K to $91K. There is no lower-priced single-motor entry until 2026, so the price ladder is narrow.

US sales reached 3,913 units in 2025, up 356% on its delayed 2024 launch. That is still a small number next to the XC90's roughly 40,000 a year and rivals such as the EV9 and R1S.

Volvo's safety halo and Scandinavian design carry real weight, and the EX90 is the brand flagship. The public software stumbles at launch and Volvo's weak resale and reliability standing keep the badge sensible rather than aspirational.

Incentives are deep and widely advertised: $11,000–$12,000 lease allowances, up to $2,000 cash and 0% APR for 72 months. That is a large saving for buyers, though it also reflects slow demand.

2025 is the launch year of an all-new, first-generation bespoke EV on a new platform, with lidar and a centralized computer. No redesign risk applies to this year.

The EX90 won the 2025 World Luxury Car award and AJAC's safety-innovation award, and reviewers praise its ride, cabin and range. Nearly every review also flags immature, buggy software, which keeps it from being the class pick in comparisons.