Volvo EX30 Review & Prices

Volvo has been trying to break away from its ‘boxy, but good’ image since the 1990s, when curves first started appearing on its cars. This little EX30 is, then, actually surprisingly square-edged, but it’s also futuristic, and wouldn’t look out of place on the accessories shelf of an Apple Store, with those gorgeous LED lights and clean surfaces.

The littlest Volvo is working in an increasingly crowded corner of the market, though, and it goes up against the likes of the Kia EV3 and EV4, the Smart #1 (to which it’s distantly related), the BYD Dolphin, the Cupra Born, and the MG S5 EV.

Small it might be, but the Volvo EX30 has real presence, with those cool headlights and the very sleek styling. The split brake lights are handsome, and while it’s a very new style for Volvo, there are enough little touches that you can tell it slots into the rest of the lineup.

The cabin is just as pared-back as the exterior styling — possibly a little too much so actually. It’s dominated by the big single touchscreen, and the materials, including recycled plastics and some very tactile metal door handles, give the EX30’s interior a nicely posh edge (even if there’s a few too many cheap plastics around).

Volvo EX30: electric range, battery and charging data

Range: 279 - 296 miles
Efficiency: 3.6mi/kWh - 3.7mi/kWh
Battery size: 51kWh / 69kWh
Max charge speed: 134kW / 153kW
Charge time AC: 9h 30mins, 0-100%, 7.4kW / 11h 30mins, 0-100%, 7.4kW
Charge time DC: 26mins, 10-80%, 134kW / 28mins, 10-80%, 153kW
Charge port location: Left side rear
Power outputs: 272hp / 428hp

That big infotainment screen looks great, with sharp graphics and it’s very fast to respond to your touch, but it’s one of those screens that controls everything — including functions like adjusting the door mirrors, switching on the foglights, and much more that should really be done with a proper button.

While you’re swiping your way around the screen looking for stuff, the driver monitoring system then chimes in to tell you off for… looking at the screen. It’s all a bit annoying. Bring back buttons, please.

Space up front is good and there are big door bins, as well as a pop-out cupholder shelf that you can switch from one-holder to two-holder layouts depending on who’s in the car. There’s lots of storage down low too, with a hideaway panel if you want to stash anything valuable.

Space in the back is much less impressive. The seats are low and the floor is high, so your knees are practically in your ears and there’s not much legroom. Headroom’s okay though, and the rear windows are big so the view out is good. You’ll also find some neat Swedish moose logos hidden away as ‘Easter Eggs’ if you have a look around.

You won’t fit a moose in the boot, though. The luggage space is flat and square which is good, and the simple tailgate release button is handy, but the sheer lack of space compared even to a regular family hatchback is quite poor.

There are three different versions of the EX30, with the Standard Range and Extended Range models using the same 272hp electric motor, with a choice of small or big battery. The small battery gives you a 214-mile range, but the Extended Range has a much more useful 279-mile range, and that’s the best EX30 to choose.

There’s a headline grabbing Twin Motor Performance model, which boasts 428hp and Ferrari-slaying acceleration, but that one feels wildly over-powered, and it doesn’t handle as well as it goes.

What the EX30 is really good at, is being comfortable. It’s very smooth over bumps and shrugs off broken tarmac around town. In fact, at its price point, the EX30 might just be the most comfortable car around.

That doesn’t stop it being decent fun on a twisty road though, with sharp steering and good balance, and it’s smooth on the motorway too, but the intrusive lane-keeping and adaptive cruise control are over-sensitive, so you’ll end up switching them off most of the time. That lane-keeping can actually take too much control at times.

The EX30 represents incredible value for money, offering traits from cars multiple times its price in a small, sophisticated package. Check out the latest Volvo EX30 deals as well as fantastic EX30 lease deals on Carwow. You can also browse used EX30s available from our trusted dealer network or other used Volvos. We can even help you sell your car when it’s time to make the change.

The EX30 is exceptionally well-priced, especially when you consider that Volvo is a pukka premium badge. It’s actually slightly cheaper than the Kia EV3 in its most basic form, although the Kia has better range (actually as much as the Extended Range EX30 as standard).

A BMW iX1 is considerably more expensive than the EX30, but again it comes with more range and quite a bit more cabin space as standard. The new Renault 4 E-Tech is actually something of a worthy rival to the EX30 too, and it’s more affordable, comparable in range (just about) and similarly stylish to look at, while the new Nissan Leaf is comparably priced, nice inside, roomier, rangier, and just lacks the premium badge appeal of the Volvo. The same goes for the Skoda Elroq.

The Volvo EX30 is really comfortable, but although it can be fun on a twisty road it doesn’t feel particularly sporty

In town

The Volvo EX30 feels perfectly at home when driving around town. The low dashboard means visibility is great, even if the front pillars are a bit chunky and the rear window is quite small.

Regardless, it’s really easy to place in a tight spot and the light steering means it takes little effort to work your way through rush hour traffic. This is also helped by one-pedal driving that will bring the car to a complete stop when you lift off, even though the braking isn’t as strong as some EVs.

Most impressive of all is the way the EX30 handles bumps in the road. It’s really comfortable and there’s no crashing or thudding through the cabin if you hit a pothole or speed bump. It has the relaxing, refined driving experience of a bigger, more luxurious SUV.

On the motorway

That comfort continues onto the motorway, where the lovely seats also help to make big miles a breeze. This is a small SUV but because it’s comfortable and has an airy interior, you don’t feel like you’ve been cooped up inside after a few hours behind the wheel. There is a little wind and tyre noise to contend with, but it’s nothing to complain about.

Particularly in the more powerful Performance version, the motors respond instantly to you pressing the throttle, so if you need to pull off an overtake or move out into traffic it’s easy to get up to speed. The single-motor version isn’t quite as rapid but has enough power to get the job done.

Adaptive cruise control comes as standard as part of Volvo’s Pilot Assist system. This also includes a lane-keeping assistant, which does a good job of keeping you in your lane without being annoyingly intrusive, though the adaptive cruise is spooked from time to time and will occasionally slow you for no reason before quickly getting back up to cruising speed.

On a twisty road

Despite its clear focus on comfort, the Volvo EX30 is actually pretty good fun on a twisty road. If you go for the Performance version, it has so much power you can’t help but smile when accelerating out of corners but it does feel over-powered, and there are no additional suspension tweaks to help cope with the extra power.

If you try to drive it like a sports car, the tyres will struggle for grip and the body leans quite a bit, which doesn’t give you a lot of confidence. The steering is also incredibly light, which makes it tricky to be smooth at speed. Digging into the settings to change the steering to 'firm' helps, but it's fiddly to do on the move.

These complaints can largely also be attributed to other small electric SUVs such as the Smart #1, but if you want maximum fun in the bends then the Kia EV4 is your best bet – although none are wannabe sports cars.

Space is decent in the front and there are some useful practicality tricks, but rear seat kneeroom is tight

Front seat space is good overall, with plenty of adjustability in both the seat and the steering wheel making it easy to get a good driving position. The seat can go very high or very low depending on your preference, with the only complaint being that taller drivers might find the central dash impacts where their left knee can rest. Headroom is excellent, though.

The dashboard swoops up to accommodate most people’s legs, but this area is also home to the central glovebox, which is a curious choice that works well in practice, even if it’s not the biggest. It's just a bit annoying that you have to open it through the touchscreen.

There’s no traditional armrest cubby hole, with this instead being home to storage for those in the rear to access. It also hides a couple of cupholders that emerge at the push of a button and can be positioned so you have either one or both accessible, which is a neat touch. The rubber grips let you have big or small bottles in place, and can also be quickly removed to create further storage.

Beneath this is a long tray that’s good for storing loose items, and it can be opened up to reveal more space that’s hidden from prying eyes. There are a couple of USB-C slots here, while just ahead of this is a wireless charging area for two smartphones.

The door bins are quite deep but a bit narrow, so bulkier water bottles might not fit.

Space in the back seats

While front seat space is pretty good, those in the back have to sacrifice some comfort. Kneeroom in particular is tight, with only just enough space for a six-footer to sit behind another six-footer.

There are cutouts in the back of the seats that will make it a bit easier for shorter passengers, but it’s still far from spacious.

It’s a similar story with shoulder room, which isn’t bad for a car of this size, but you won’t want to carry three passengers in the back for too long. Those in the middle seat have decent space for their feet, but again, kneeroom is a bit of a problem.

Despite these complaints, headroom is excellent, so it doesn’t feel too claustrophobic, and the seats are very comfortable. If you’re carrying a couple of teenagers on the school run they should have few complaints with space in the back (until they get a growth spurt). If you regularly carry passengers in the back, the Smart #1 is a more spacious option.

It's easy enough to fit a child seat, with easily accessible ISOFIX mounting points and a relatively large door opening. However, the lack of space means you will probably have to push the seat in front forward, which means your front seat passenger's legs will be right up against the dashboard. If you regularly travel as a family with a child seat, the Smart is again the better choice.

Boot space

Unfortunately boot space isn’t fantastic, either. The overall capacity is 318 litres, which is already some way behind other cars you can get at this price point, but this figure includes about 60 litres beneath the floor.

The good news is that that’s a useful space to store items you don’t regularly use, and it’s easy to put the parcel shelf in there if you need to.

The bad news is that means the actual boot space is more like 260 litres, which is a bit less than the Smart #1’s 273 litres. It has a useful square space, and should be enough for a typical family’s weekly shop, but sports equipment and weekends away will really push its capabilities.

Looking at other cars, the MG S5 has a vastly bigger boot, 453 litres, and it’s a much more affordable car even than the Volvo, though it’s nowhere near as fancy overall. The Cupra Born is also similar price to the Volvo and has 385 litres.

If your budget can stretch a bit higher, and badge appeal isn’t as important, the options only get bigger. The new Nissan Leaf has 437 litres, the Kia Niro EV has 475 litres, and the Skoda Elroq has 470 litres.

Where the Skoda is lacking is in the under-bonnet front boot department, because like the Nissan, it doesn’t have one. The Volvo does, but it’s only nine litres, so it’s good for charging cables but not much else. The Smart and Kia offer a bit more ‘froot’ space.

The interior looks cool and upmarket, but there are plenty of cheap materials to be found and controlling everything through the screen can be frustrating

Step inside the Volvo EX30 and there’s no denying it looks cool. It has that typical Volvo minimalist appeal, with a swooping lower dashboard section and little else but vertical air vents and a 12.3-inch portrait-oriented touchscreen.

Where bigger Volvos have a serious, sophisticated essence, the EX30 is a bit more characterful. Depending on specification there's a speckled trim piece that runs from the doors and right across the dashboard, which is subtle enough to not be garish but colourful enough to give the cabin a fun little lift, or you get an almost hessian-like material that's cool and quirky.

There are some more cool design touches that make the EX30 feel worthy of the posh Volvo badge on the bonnet, such as the floating arm rests in the doors and chrome door handles. The steering wheel feels quality in your hands, as does most of the stuff you touch regularly.

However, once you start prodding here and there, you will find some scratchy plastics, such as in the lower dashboard and door trims. That said, the overall perception is one of quality, and these don’t feel like deal-breaking sacrifices when you consider this is such an affordable electric SUV.

The infotainment system helps elevate things, though. The screen is big and bright and the menus are easy to navigate. Having an integrated Google system works well, as you get Google Maps (with a display to estimate your battery charge on arrival at your destination) and Spotify right out of the box, with other apps available to download. It means you won't miss Android Auto, even though you will still need to connect your phone through Bluetooth to make phone calls, while wireless Apple CarPlay is included.

That's the good news, the bad news is that it's a bit annoying that you have to control everything through this display, from the glovebox to the door mirrors, meaning it's not intuitive to quickly change things. The speedo being off to the side at the top of the display isn't great either, as you're constantly glancing away from the road to check your speed and the fonts such as your current battery charge are tiny. A head-up display would be a useful option. It's also fiddly to change your assistance settings on the move and requires quite a few button presses – there's a shortcut button on the wheel, which would be a useful way to skip straight to the assistance menu, but that's not currently possible.

Sure, you would get used to a lot of this over time, but it feels like the whole system could do with streamlining. It doesn't feel particularly safe having to look across away from the road so often.

There are three motor and battery combinations to choose from, with the entry-level model being the Single Motor. This sends 272hp to the rear wheels and has a 0-62mph time of 5.7 seconds, so performance is still pretty brisk. You get a 49kWh battery that results in a range of 209 miles.

Step up to the Single Motor Extended Range version and it uses the same single-motor setup as above, but it’s paired with a 69kWh battery with a 296-mile range. The 0-62mph time drops to 5.3 seconds, too.

At the top of the range is the Twin Motor Performance, which has a motor on both axles for all-wheel drive. The output is 428hp and the 0-62mph time is just 3.6 seconds, which makes it one of the fastest electric cars at this price point. Although it does come with the bigger battery, this extra oomph impacts range, with official figures suggesting 279 miles is possible between charges.

During our time with the Performance version, we averaged 3.5 miles per kWh, which would result in a range of about 221 miles, or 77% of the claimed figure, which is okay but not great – though we were enjoying the power on a twisty road so driving more economically should improve things.

During a drive in the Extended Range Single Motor model, we saw 3.9mi/kWh, which would be a real world range of 247 miles – that's great efficiency and an impressive 89% of the claimed figure - but with predominantly motorway use in the entry-level Single Range Motor model we saw 2.9mi/kWh which is a poor 68% of the claimed figure. City-focused driving should bring that figure in line with the other models though.

Being electric cars, all versions have favourable road tax, paying £10 in the first year before defaulting to the standard rate from year two. It’s worth noting that top-spec models tip over £40,000, so face an extra charge in years two to six, but only if you buy before April 2026. After that, the cutoff price rises to £50,000 for EVs, and it’s actually quite hard to spec an EX30 up to that kind of price point. Mind you, you’ll have the pay the new per-mile charge for EVs from 2028.

For company car buyers, the EX30 is similarly appealing, with a benefit-in-kind rate of just 4% in 2026, rising to 5%, 7% and 9% steadily until 2030.

The Volvo EX30 scored a five-star safety rating when tested by Euro NCAP in 2024. It scored well across the board, with particularly high adult and child occupant safety scores but commendable road user and safety assistance scores too.

Speaking of which, the EX30 comes with loads of technology, including various collision avoidance systems and adaptive cruise control. Top-spec Ultra models also get a system that will park for you and a 360-degree camera view to make it easier to navigate tight spots.

Volvo has only issued one recall for the EX30, but that was in 2024 so all affected cars should be up to date now. Volvo came 13th out of 31 manufacturers in the 2025 Driver Power survey - a slight improvement on 2024 but not fantastic.

As standard you get a three-year/60,000-mile warranty, though this can be increased to four years through an extended warranty.