In 2023, Volvo introduced a new naming logic – EX – clearly distinguishing its fully electric models. For example, the XC40 Recharge is now called EX40. Alongside this change, the Swedes unveiled an entirely new car: the smallest model in the range – the EX30.
An innovative compact SUV (Volvo calls it an SUV; I see it more as a hatchback with increased ground clearance), offered exclusively with electric power, looking firmly toward the future and placing strong emphasis on sustainability.
The model is genuinely different from what we traditionally associate with Volvo. Add to that the fact that it shares its platform with the Smart #1 and is currently produced exclusively in China (with Belgian production expected to begin in 2025), and things become even more interesting.
Which naturally raises the question: how much of the classic Volvo virtues has the new EX30 preserved?
Design
The Volvo EX30 is a compact model measuring 4.2 metres in length, with ground clearance increased to 17 cm. The design is deliberately simple – I would even call it neutral. Remove the badge and most people would struggle to identify the brand. The colour palette is equally minimalist: white, grey, black… and yellow.
The front end follows the now typical “electric” styling, with no traditional grille. Brand identity is most clearly expressed through the daytime running lights – a pixelated interpretation of the Thor’s Hammer signature that has defined Volvo for over a decade.
A nod to history is the diagonal line running across the grille area behind the emblem. In the distant past it served a functional purpose for mounting the badge; today it remains purely decorative.
The side profile stands out with its short overhangs and large wheel diameter. Black-painted sills and roof add a hint of dynamism to the silhouette.
At the rear, the light design slightly resembles the Polestar 2, yet overall the car shares little with traditional Volvo styling.
Personally, I am not entirely positive about the EX30’s design. Not because it is bad – rather because it feels like a loss of brand identity. It is neutral. And for me, as an automotive enthusiast, neutral is not necessarily a virtue.
Interior
At first glance, the EX30’s interior is radically different from what we are used to in a Volvo. Minimalism dominates. The number of buttons has been reduced to the absolute minimum. Even the window controls use just two physical buttons instead of four, with an additional capacitive selector switching between front and rear windows.
The centrepiece is a 12.3-inch screen – more on that shortly.
In terms of quality, the cabin is a place of contrasts. On the one hand, everything feels solidly assembled. On the other, some materials carry a distinctly “cheap” sensation. Yes, recycled materials are widely used, but they appear intentionally left with a raw aesthetic.
This approach made sense in the BMW i3 over a decade ago, when electric cars were positioned in a market-skimming phase – targeting early adopters eager to be first. Today, electrification is far more mainstream, and I believe a more conventional approach to materials and design would have been beneficial.
Front-seat space is adequate. The driving position is pleasant, offering good visibility. Door pockets are generously sized, and there is practical storage in the centre console, including a sliding module hidden within the armrest that reveals one or two cupholders.
Unfortunately, the rear seats are far less comfortable. The bench is positioned relatively low, resulting in a somewhat folded seating posture. Acceptable for short urban journeys, but not ideal overall.
Now to the heavy topic: ergonomics.
Volvo understands ergonomics. I say this after covering tens of thousands of kilometres in a C30, V40, XC60 and XC90. Even my 1969 Volvo 144 delivers surprisingly good ergonomics.
Which makes the EX30 all the more disappointing. In what feels like a deliberate pursuit of minimalism (and perhaps cost savings), the central screen has become the primary control hub for virtually everything.
Want to open the glovebox? Navigate through a menu.
Switch on the fog lights? Another menu.
Check your speed? Look to the central screen – there is no head-up display, no dedicated instrument cluster in front of the driver.
Interestingly, its technological sibling, the Smart #1, does feature a driver display.
Mirror adjustments require navigating the screen and then using steering-wheel buttons. The wipers operate unconventionally via the indicator stalk. Adaptive cruise control is activated from the column-mounted gear selector.
The infotainment system itself is Google-based, feature-rich and visually clear. But what does that matter if the overall experience feels unnecessarily complicated? It is as if the car was built around a computer, rather than a computer being integrated into a car.
Yes, voice commands can handle much of it. But if I am on a phone call or having a conversation with a passenger, I do not want to interrupt it to talk to the car.
На пътя
The EX30 is offered with a single rear-mounted motor producing 272 hp, paired with either a 51 kWh or 69 kWh battery. The test car, however, is the flagship dual-motor version, delivering 428 hp and 543 Nm of torque. Acceleration to 100 km/h takes just 3.6 seconds. Official range is up to 450 km, or up to 590 km in urban conditions.
My encounter with the EX30 began on one of the coldest days of the winter. The showroom was wrapped in dense fog, and temperatures hovered around -10°C – perfect conditions to observe winter energy consumption.
Together with two colleagues, we set off calmly toward Pancharevo, Samokov and Sapareva Banya.
As expected, the car moves very quietly. Even road noise is well suppressed despite the large wheels. The solid cabin construction prevents unwanted creaks and rattles, making the journey pleasant – particularly in the front seats.
The suspension makes a very good impression. It controls body movement well on winding roads, limiting roll while maintaining a commendable level of comfort, especially considering the compact size, large wheels and kerb weight exceeding two tonnes including passengers.
During relaxed driving, the main annoyances stemmed from the ergonomic quirks. On several occasions, the system warned me to keep my eyes on the road while I was glancing at the central screen – simply to check my speed or adjust the mirrors.
Energy consumption on the trip to Sapareva Banya averaged around 22 kWh/100 km, translating into a real-world winter range slightly above 300 km. The following day’s warmer temperatures improved efficiency to 18.3 kWh/100 km.
At the Safety Driving Academy track in Sapareva Banya, the EX30 demonstrated further strengths. Stability and control remain intact during abrupt weight transfers. The car behaves predictably near the limit of grip. Acceleration is strong, though not explosively dramatic. On a nearby airstrip, I measured 4.4 seconds from 0–100 km/h – slower than the claimed 3.6 seconds, but still impressive.
Later, fresh snow in the Rila Mountains allowed for additional testing. The EX30 feels confident in winter conditions.
Overall, the road behaviour impressed me. The car is enjoyable to drive, comfortable but not overly soft, and capable when pushed harder.
Conclusion
The Volvo EX30 left me with mixed feelings.
A more conventional interior would have fundamentally changed my perception of the car. I genuinely like the technology and its road behaviour, but the compromised ergonomics and certain cabin materials are not to my taste.
Until the very end, I had the impression of sitting in a shared-mobility vehicle – one whose interior is designed to be washed with a hose.
That said, sustainability has clearly been a priority. The EX30 has the lowest carbon footprint in Volvo’s history – under 30 tonnes of CO₂ over 200,000 km. Every production step and material choice contributes to that achievement.
Pricing starts at approximately €40,800. Even in base form, equipment is generous and performance remains strong, with the 272 hp version accelerating to 100 km/h in under six seconds.
For comparison, the electric Peugeot e-2008 starts at around €38,800 but offers significantly less power. The BMW iX1 begins roughly €5,000 higher than the EX30.
In that context, the EX30 scores highly in terms of price-to-performance ratio.
Eng. Tsvetan Iliev
