Volvo EX30 review (2023 - 2025)
Volvo EX30 cars for sale
4.0
Expert review
Pros
Great to drive
Attractively priced
Generous standard equipment
Cons
Poor infotainment setup
Boot is smaller than rivals offer
Rear legroom could be better
The CarGurus verdict
We agonised over the star rating for the Volvo EX30. Based on the touchscreen’s layout and fairly underwhelming rear passenger comfort it’s a three-star car. But judged on cost, equipment, ride comfort and general interior finish and ambience it could earn five stars. Which is why we’ve ended up at four stars. We can’t ignore the madness of having critical adaptive vehicle features and driver assist systems being buried in the touchscreen, and you’d think that a company as safety-oriented as Volvo would have at least offered a head-up display or basic speedo readout for the driver.
Yet, there’s still a huge amount to like about the little electric Volvo – so much that it’s very easy to see how it deserves to sway many buyers from the raft of competitors. If you’re after a comfort and tech-oriented small family EV, the Volvo EX30 is absolutely one of the best. Just give yourself plenty of time to familiarise yourself with the frustrating aspects of that touchscreen infotainment before you set off…
What is the Volvo EX30?
The Volvo EX30 is the Swedish brand’s smallest electric car, and its third model – after the EX90 and C40 – that won’t be offered with a petrol or diesel engine. It is being positioned as the affordable, family car option in Volvo’s electric-only range of cars.
The EX30 sits on the ‘SEA’ platform that is co-developed with Geely Motors, and which also underpins the Smart #1 that the Volvo EX30 competes with. Other chief rivals include the Jeep Avenger, Fiat 600e, VW ID.3, Nissan Leaf and Cupra Born, and anything else that falls into the increasingly busy £32,000 - £42,000 family EV arena. In fact, at 4.2-metres long, the Volvo is one of the smaller options in the class; it’s noticeably more compact and lower-set than the electric Volvo XC40 Recharge electric SUV that sits about it in the Volvo range.
There are two battery options available with the single, rear-wheel-drive motor model; the 49- or 64kWh usable capacity, lithium-ion NMC batteries offer claimed combined range of 209 miles or 296 miles, respectively. That same 64kWh battery is also offered with a punchier Twin Motor Performance powertrain option for frankly outrageous 0-62mph accelerative performance of 3.6sec, and a range of 279 miles.
How practical is it?
The Volvo EX30 is practical enough when it comes to space and versatility, but nothing special. There’s enough space in the rear seats for a couple of average-height adults to sit comfortably behind those up front, but the floor is quite high so you end up with your knees bent upwards, plus there’s very little foot space under the front seats, and there’s no centre armrest for those in the back, either.
The 318-litre boot capacity is less than you get in the Fiat 600e, Jeep Avenger or VW ID.3, but you’ll get a lightweight buggy or a decent weekly grocery shop in there no problem and there’s a variable height boot floor as standard. There’s also a small cubby in the nose of the car that’ll be ideal for storing a charging cable. The rear seats fold in a 60/40 split to leave a smooth, slightly sloped loadbay.
This is all rather middle-of-the-class when it comes to space and versatility: your kids will have more room in the back of a Cupra Born, Kia Niro EV, VW ID.3 or Tesla Model Y, for sure.
But, the material finish and clever storage up front in the EX30 is a real selling point. There are three trims in the EX30 – Core, Plus and Ultra – but there are different ‘rooms’ (known as interior finishes, outside of Volvo boardroom meetings) available on each. Both the darker finish - which was complete with an intriguing flecked blue trim that’s made out of waste material created in the production of denim - and the pale, textured textile finish that we experienced, felt unmistakably Volvo; minimalist yet appealing.
The EX30 has also been designed with all of its control features and storage space centralised in the cabin. Even the glovebox – opened via the touchscreen – is in the middle of the dashboard, while a ‘floating’ central armrest has the window switches and a couple of cupholders that can be completely retracted back into the armrest. There’s more storage beneath that armrest, which can also be accessed from the back seats via a through-space.
The purpose of centralising all of these features is to cut manufacturing costs, as does the single, huge touchscreen placed in the centre of the dashboard. What’s clever is that it also enhances the look and feel of the car.
But (and it’s a big but) while appearance and the space freed up by this setup is impressive, the ergonomics are not good. There’s no driver’s readout behind the wheel: you have to read the speed from the top corner of the central touchscreen, just like in a Tesla Model 3. And (just like in the Model 3) there’s not even an optional head-up display.
While Volvo’s safety and interface experts will tell you that it takes the same time to glance at the centre screen as it does to glance down at a standard driver’s readout behind the wheel, it’s not an intuitive thing to do and the EX30 would definitely benefit from an optional head-up display.
Not only that, but everything from the steering wheel and mirror adjustment to the drive modes and climate control is housed in the touchscreen, so it’s not just about entertainment and nav; you must interact with the screen to do even the most essential driving position adjustment. There are other major annoyances, too, like having a single pair of window switches in the front, which control the front- and rear- windows by toggling a separate button. It's easy to accidentally hit the wrong button on the haptic-touch, piano black steering wheel switches, too, and key features that the driver needs access to quickly and easily, such as lane-keep assist and brake regen’ settings, are buried far too deep in the touchscreen systems.
In short, the Volvo EX30 is fine but unexceptional for practicality, is better than the norm for interior materials and aesthetics, yet is perhaps one of the worst in its class for driver ergonomics.
What’s it like to drive?
Volvo openly admits that the EX30 is not a hot hatch, and has no sporting pretensions at all, despite a 0-62mph time of 5.7sec even in the Single Motor model and 3.6sec in the Dual Motor. So, don’t be fooled by the pace on offer; the EX30 is set up to be confident and comfortable, and that’s what it is regardless of which model you choose.
We’ve driven pre-production versions of the long-range Volvo EX30 in both Single- and Dual Motor forms, and both have really lovely, cushy ride comfort. There’s a bit of thump and heave over bigger potholes around town, especially in the top-spec Dual-Motor car on large 20-inch alloy wheels (the Single Motor we tested rode on 19-inch wheels), but generally the Volvo irons out poor road surfaces better than most of its rivals. It’s also very refined with minimal wind- and tyre noise. Things get even better in the Cross Country model, which has a slightly jacked-up suspension to emphasise the SUV-ness of the EX30, and has a slightly floatier ride as a result.
The steering response is a touch quick as you initially apply steering lock, so you can sometimes find yourself having to correct a line into a corner, and the steering can feel a touch too reactive on the motorway, too. The variable steering settings (accessed through the screen) only affect steering weight rather than steering speed, but it does feel very light in the lowest setting, while the mid- and heaviest settings both feel similar to each other. Overall, we found leaving it in the mid-setting was just fine.
Even the Dual Motor model is – most of the time - driven only by the electric motor on the rear axles, in order to prioritise efficiency; it’s only if it senses some slip that it engages four-wheel drive, or you can select the performance setting, which shuns efficiency in favour of permanent all-wheel-drive traction and the full 422bhp. Even if you do that, this isn’t a car that eggs you on. Rather, the EX30 is a car that you can sling gamely through some corners and enjoy tidy body control, plentiful grip and enough response and feedback through the controls to feel confident doing it.
In fact, we enjoyed the handling of the 268bhp single motor model just as much, if not a little more. It turns into corners just as keenly, feels a touch lighter (it does weigh 110kg less, at 1,775kg) and is just as slick and easy to enjoy whether you’re settling in for a relaxing, long journey, winding through town or enjoying a fun road.
Otherwise, brake feel is very good, and regenerative braking is fairly moderate and easy to predict in its default setting. You can select a ‘one-pedal’ regen’ mode, which means that you can drive the Volvo EX30 around at town speeds without using the brake pedal at all, as the regen system slows the car to a complete stop when you lift off the accelerator.
Technology, equipment & infotainment
The Volvo EX30 gets a huge, 12.3-inch central infotainment touchscreen that is your portal to everything in the car, and it has Google software built in, rather like in the Polestar 2, albeit with a bespoke Volvo interface. This is a great system, as it gives you really accurate estimates for what battery charge you’ll have remaining when you arrive at your destination. Live traffic updates and alternative routes are standard, and you can search for a destination by the name of the business or the category (e.g. supermarkets or charging stations) simply by typing it in. We also like the screen’s ‘quiet’ mode, which removes any unnecessary features, and makes it less distracting. There’s also Google-driven voice control, although in our test car it wasn’t particularly effective.
As we’ve mentioned, the critical vehicle systems are far too hidden in the system to be conveniently accessible while you’re driving, but the nav and media systems are relatively straightforward, the graphics are crisp and the screen responds quickly enough.
You also get an extensive suite of safety systems in the EX30, with Volvo’s latest Pilot Assist systems including a semi-autonomous lane-change. With Pilot Assist activated via the stalk on the steering column, the EX30 will maintain your chosen speed, keep its distance from the car in front, stay in its lane, respond automatically to corners and speed limit changes, and also execute a lane change if you tell it to, making this as advanced as Tesla’s driver assist systems. It’ll stop- and start automatically in traffic jams, too.
The system works well, and generally responds smoothly, but don’t forget that no vehicle is currently fully autonomous, and it is still the driver’s responsibility to be in control of the car at all times. The EX30 will remind you of this by telling you to keep your hands on the steering wheel, and if it spots you’re not looking at the road, it will remind you to pay attention. Which is ironic, as it’s generally the car’s touchscreen that you’re looking at when it gets a bit nannying about this…
There are three trim levels to choose from - Core, Plus and Ultra - and all are well equipped for the money you pay. Entry-level Core - which was introduced a little later than the others - comes with LED headlights with automatic high beam, single-zone climate control, part-leatherette upholstery, rain-sensing wipers, parking sensors, a reversing camera, and pretty much the full suite of safety and autonomous driver aids, aside from lane change assist.
The mid-range Volvo EX30 Plus get's quite a bit more, mind, and is more popular. It gets a heated steering wheel and seats, dual-zone climate control, wireless phone charging, a seven-speaker Harman Kardon sound system with soundbar, unlimited mobile data (to run the in-car software and apps) for four years, rear USB ports, a powered bootlid and more.
Top-spec Ultra trim adds a semi-autonomous parking aid, panoramic glass roof, 360-degree cameras, electric seat adjustment, and more interior finishes to choose from.
There's also a Cross Country version (only available with the most powerful drivetrain and in high-end Ultra trim, making it very expensive) that adds more rugged SUV styling touches, in much the same way as Cross Country variants have done on Volvo's estate-car models over the years, but this approach seems a bit mad when the EX30 is already an SUV.
Volvo EX30 running costs
The Volvo EX30 has a broad price range for a broad model range, but for the performance, driving range and equipment on offer it is very competitively priced whether you’re a cash buyer or paying on a PCP monthly finance contract. You can also buy the Volvo EX30 on a subscription basis, which means you don’t pay a deposit and you can change or cancel your subscription without financial penalty, with only three months notice. However, you also pay a lot more each month for a subscription: on a PCP finance basis our favourite Volvo EX30 Plus Single Motor Extended Range costs around £500 per month after a £5,500 deposit, while the subscription on the same car comes in at close to double that monthly payment, so you are paying for the flexibility and convenience offered.
Even so, given the equipment, range of purchase methods, the premium appeal of the Volvo badge and how good the car itself is, the EX30 is really well priced. Even next to rivals like the Kia Niro EV, Hyundai Kona Electric, VW ID.3, Peugeot e-2008 that you would perhaps assume to be more affordable, the Volvo is competitive on monthly PCP and list price.
The exception is the Cross Country version. It's only available in high-power Twin Motor Performance form, and in high-end Ultra trim, and that makes it ludicrously expensive for a car of this size.
Volvo EX30 reliability
The Volvo EX30 is too new for there to be any data or feedback from owners, and it sits on a totally new platform. However, Volvo has a good reputation for reliability and – rated as a brand rather than for any specific model – it managed a very respectable 12th out of 31 brands surveyed in the 2024 What Car? Reliability Survey.
The Volvo EX30 warranty covers the vehicle for three years and 60,000 miles, while the high voltage lithium-ion battery is covered for eight years and 100,000 miles (whichever comes first). That’s a fairly standard warranty cover, and rivals from Kia, Hyundai and even MG have longer standard warranties.
- The 64kWh Volvo EX30 charges at up to 153kW, which is better than most alternatives in this price range and means that you can get a 10-80% battery top-up in 28 minutes if you plug into a powerful enough charger. The 49kWh Volvo EX30 can charge at up to 134kW, which is still very good and – because it’s a smaller battery – will also manage the same 10-80% charge in under half an hour. Just remember that extreme ambient temperatures, the state of battery charge when you begin charging and the condition of the charging station itself can all affect charging times, so consider this a best-case scenario. The Volvo EX30 charges via CCS or Type 2 sockets, which are compatible with almost all public charging points in the UK and Western Europe. The socket is located on the passenger-side of the vehicle (in the UK) where you’d expect to find a normal fuel-filler.
- Plug into a standard 7kW home charger and the Volvo EX30 will charge in around 10 hours for the small battery car, or 12-13 hours for the big battery. If you have three-phase electricity supply at your property, the EX30 Ultra can charge at up to 22kW, which can be very useful for fast-charging at an office or destination charger (the Core and Plus settle for 11kW charging). However, very few domestic properties in the UK have three-phase; most only have single-phase, which can only support charging of up to 7.4kW maximum. You can also order a home car charger through Volvo when you spec your car; it’s provided by Shell, but you’ll find cheaper home chargers if you organise one yourself through a provider such as PodPoint or BP Chargemaster.
- The Volvo EX30 is rated for towing, and can tow up to 1,000kg in the smaller battery, Single Motor model, while the big-battery EX30 can tow a braked trailer weighing up to 1,600kg regardless of whether you go for the Single- or Dual Motor model. This obviously also means that you can get a towbar fitted (the retractable towbar costs £1,250), and Volvo offers a bike carrier mounted on the towbar that can carry up to four bikes.
- If you want the best value: The small-battery version in entry-level Core trim is by far the cheapest version at around £32,000, which makes it one of the most affordable family EVs. And it's still decently equipped, with all the infotainment and safety gear included.
- If you want the best company car: Go for the 64kWh Single Motor Extended Range Volvo EX30 Plus; it’s got everything you need, including decent real-world range for longer journeys and loads of standard equipment. Company car costs for electric cars are also comically low, even though they have started to creep up a bit more as of April 2025.
- If you want the best family car: The panoramic glass roof in the Volvo EX30 Ultra makes it seriously tempting for family buyers, but even the cheapest version is well over £40,000, so we’d suggest sticking with the Single Motor Extended Range Volvo EX30 Plus; it’s the sweet spot in the range for cost and comfort. You can also get a Volvo roof box to fit the EX30 for extra storage space when you need it, and if you have a dog to worry about there’s an approved dog harness for the EX30, and an all-weather boot liner.
- The one you really DON'T want: We'd avoid the Cross Country. It has an even cushier ride than the regular EX30, but the extra styling gear - coupled with the fact that it's only available in high-power Twin Motor Performance form, and in high-end Ultra trim, makes it ludicrously expensive for a car of this size, and it's needlessly fast, too.
