This week I was cruising in the 2025 Volvo EX30 Ultra Twin. I have been avoiding EV’s as I do not have the capacity to charge them at my condo complex. However, between slow and low powered chargers at my gym and plug ins at a couple of restaurants I visited this week, I was able to keep the battery of the EX30 above 75% at all time.
Admittedly the ticking time clock of an electric vehicle battery draining makes me anxious. Needing to travel far and dedicating the time needed to charge it, is more than I want to consider when making plans to go out. Time is something I have little of to spare. I prefer spending more money and not having to wait for a free pump, then having to wait at the pump as it changes. But I digress, there was no issue with the Volvo EX30 and charging was speedier than expected, even with the lower output chargers.
My first blush impressions of the 2025 Volvo EX30 Ultra Twin were ones of wonderment and disbelief. I have yet to step foot in any other vehicle like this, and it read electric vehicle right away. Although there is a steep learning curve before you can get started. The minimalistic interior had me searching for what was missing and that which was now less assessable.
For starters the fob was a hollow black box. There was nothing discerning about it and it looked like a simple branded key chain. However, with it in hand you only need to approach the vehicle and it un-locked. Not just the front driver seat, but all four doors. The car was also already on. No push to start or push to stop, you only need to toggle to drive to go. Overall, this was a very intuitive ride.
The entire middle console was missing, just a bin on the floor with flaps concealing two c-ports under a rubber mat. The arm rest remains with a push to release compartment that glides out. It also serves as a cup holder with push to release rings to hold your drinks secure. At its end are your window controls, instead of on the door. You toggle between controlling the back and front seat windows through a push of a button.
Seeing a giant iPad screen in place of an infotainment system and instrument panel, I assumed I had to scroll to shift gears, but this was not the case. There is a lever on the right hand side of the wheel. You twist up to reverse and down to drive. Park is a push at the end of the toggle. With rounded edges it was a comfortable twist, much like the windshield wipers on the opposite end. Style meets ergonomics, much like the seat adjustment button.
To adjust the seats it is one single square dial. A tilt forward and backwards moves the seat back-and-forth. To activate the lumbar it is a push of the centre button, then pushing the block in the direction you want the lumbar cushion to protrude with upper and lower back options. You could also extend the legs cushions like a lazy boy recliner, but only when the car is at a full stop.
The same went for the YouTube application on the Home Screen. I found it odd and not available on any other car I have test driven thus far. When would I need that when driving? Although, it was only available when you are fully stopped. I guess it was a nice to have if paused and waiting in your car. Especially combined with the ability to recline your seat and watch it at the best possible angle.
I was not a fan of the interior. The recycled material across the dash and doors is meant to speak to the green initiative of an electric vehicle. From a distance it gave the car a space age presence, to look closer is to diminish it. Its foamy texture and speckled appearance reminded me of cartoon polka styrofoam.
I did like the giant Harman Kardon speaker that ran across the windshield. Coupled with the quiet cabin, the sound really broadcasted.
I also liked the look of the vertical air conditioning slats, it seemed to save room on the dash, offering more space between and further fostering the minimal approach. Adjusting the temperature and the amount of air flow to it was a cumbersome process with the need to scroll through options on the iPad. Much like syncing up your phone, this was not intuitive and set up from scratch was needed each time. I was never able to broadcast my phone maps onto the car’s screen, and instead had to use the installed Volvo map to be able to follow along from the corner of my eye. All the things which I typically needed and look at when driving felt inaccessible.
It was a hassle having to turn my head to the right to see speed, battery life, drive mode, time, temperature, and everything else. Something that I was definitely not use to. I also didn’t like having to drag my finger across a bar to adjust volume and temperature, it felt inaccurate and like I spent more time trying to get what I wanted precisely. The same detailed precision I got from the seat was missing here.
I did like how you could check the air quality within the cabin, although the Volvo EX30 gives you no measures to improve it.
I especially enjoyed the feel of the steering wheel. It was thinner in width with a daintier feel. This I appreciated for my smaller hands, offering a better grip. I also liked the look of the moonroof, you didn’t have the option to crack it open for air flow, but the view was lovely, allowing natural light to pool in. And the deep pockets in the side of the doors, with its own good lighting, was equally useful.
I was surprised that when I yawned, the car asked if I wanted a break because I “showed signs of tiredness”. I thought this to be pretty impressive technology, but on the same token, nothing happened when I was nodding off during rush hour traffic.
On top of the iconic EV humming, to offer sound to its functioning, I found all the Volvo’s sounds to be peaceful. From the rhythmic tik and tok signalling a turn left and right turn, to the gentle chimes for proximity alerts. This was definitely an enjoyable vehicle designed with the driver’s experience in mind.
