Volkswagen ID.4 vs Volvo EX30

What's the difference?

It might have been accidental good fortune that Volkswagen Australia has had to wait so long for the ID.4 because this version is by far the best yet.

It’s familiar but new to drive, tidily styled, with the refinement and finish you expect from such a storied automaker. 

The brand has also done an admirable job of pricing and specifying this electric mid-sizer just right so it should definitely be on your list of considerations, even with such a strong field of competition in 2025.

Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.

Volvo has taken a bit of a risk because I'm not convinced that the EX30 knows who its audience is. However, our Twin Motor Performance Ultra test model is well-specified and the overall owner experience (from driving, usability and ongoing ownership costs) is great. This is a fun car and it looks super cute.

When it launched the ID.4 was a significant departure from the more angular styling of VWs at the time, particularly the likes of the boxy Tiguan combustion equivalent.

Now with a few years to digest the design and how it compares to its rivals, it seems a little conservative.

This is perhaps a deliberate move from VW as it attempts to avoid some of the more wild and unconventional electric vehicle designs worn by newer players in this space, appealing to both a more traditional VW buyer and others that want to be a little less shouty about their EV.

While it plays the design game more safely than some rivals, I also think it has a resolved nature to it which helps to set it apart. The dance of coloured styling elements with a tri-tone finish of silver and black highlights is nicely executed, as are the white-tinged VW badges which help set it apart from the rest of the brand’s range.

Inside, VW has followed a similar trend to many other vehicles in this space, with a wide-open cabin and a dashboard dominated by a large central touchscreen. Unlike some new-age rivals in this space, VW’s 12.9-inch panel isn’t as all-consuming as some fifteen-plus-inch units, which lends the cabin a slightly more traditional feel for better or worse.

It’s also good to see the brand continue to offer a digital instrument panel perched atop the steering column, although it’s minimalist in terms of what it displays, especially compared to the cluster in this car’s more premium Audi Q4 e-tron relation.

The seats look and feel good, and while the dash is largely made of hard-finish plastics, there's a clever smattering of soft-touch finishes in the doors and atop the dash, in most of the places you’re likely to touch.

The ID.4 feels a bit more like a car rather than a tech product, which I think some buyers will appreciate.

The EX30 is gorgeous. It has an interesting shape that makes it look larger than it is and it's unique enough to attract users who might not love the Volvo aesthetic.

You can still see that it's part of the Volvo family with its crisp pleating in the panelling and 'Hammer of Thor' LED headlights, but its look is new and fun.

Large Volvo badging is framed by rectangular LED lighting at the rear and our test model's Cloud Blue paintwork is offset by a sporty black roof and frameless side mirrors.

The interior aesthetic is very pared back - think simple and classic lines, no buttons or dials and large air-vents.

The dashboard is headlined by a 12.3-inch touchscreen multimedia system, which also houses all of the info you'd expect to see on a digital instrument cluster because there's no head-up display or cluster in this model and it does take a while to get used to.

At first the simplicity is a bit too much to wrap the head around but once you do, the interior is incredibly intuitive to use and as a driver, it felt a little Zen-like.

There are four interior design choices Breeze, Mist, Pine and our test model's Indigo which couples 50 per cent recycled denim jeans for its accents, a grey and blue Nordico (synthetic fabric) upholstery and lots of recycled soft/hard plastics in various tones of blue and greys.

To be honest, the materials didn't always work for me but the cabin is still pleasant to look at.

VW has taken the opportunity with the ID.4 and its MEB platform to re-think cabin practicality. In the cockpit this means the standard raised console we usually see in a lot of mid-sizers has been replaced with a more modular floating console with some neat touches.

There's also a wide and spacious feel to the cabin thanks to the removal of structural elements usually reserved in combustion vehicles for things like the transmission or driveline tunnel.

The result is a big and airy cabin, reinforced by the big panoramic roof and more upright seating position.

Because there’s no centre console box, the front chairs also have drop-down armrests, which combine nicely with their generous side bolstering and padding to make for an armchair-like feel for front occupants. Lovely.

The touchscreen looks good and operates largely without any kind of lag, plus the layout is reasonable to work with. The main annoyance is using the convenient shortcut functions across the top of the screen for the settings menu or phone mirroring. These touch elements are quite small, forcing you to take your eyes off the road for a moment to interact with them. The same story goes for the touch-based sliders used for volume and climate controls. It’s simply never as good as physical buttons, and again, distracting to use on the move.

The console has impressive modularity. Up front there’s a tray which can either be fitted with removable dividers for a range of configurations, or you can slot a dual bottle-holder piece in there. This can be swapped into the lower section of the console, which also hides a cut-out for a wireless charger and two USB-C ports, and this lower area also has a sliding cover to keep everything tidy.

Meanwhile the back seat offers a spacious layout. At 182cm tall I have plenty of airspace for my knees behind my own driving position, and the width of the cabin is especially evident, with the centre seat position seemingly capable of accommodating a full-size adult if necessary. 

They’ll also have somewhere to put their feet thanks to the flat floor, with the only limiting dimension being headroom. If you are taller than me you might be touching the roof, which dips down a little in the back to accommodate the rolling blind for the panoramic sunroof. At least it has one of these, unlike many other mid-size EVs.

The soft trims in the doors continue, but perhaps the best thing about the rear seats is the built-in strong contouring which gives the outboard positions a good level of comfort and genuine side bolstering.

While rear passengers benefit from a rare third climate zone, the adjustable vents and touch panel for this is located almost on the floor, making it hard to reach when you’re strapped in. It’s the same story for the dual USB-C charging ports.

For storage there’s large bottle holders in each door, three more in a drop-down armrest, as well as phone-sized pockets and bigger pockets on the backs of the front seats. Behind the drop-down armrest there’s a ski-port. Very Euro.

The boot measures 543 litres which seems about right for this segment. It comes with space under the floor for the storage of charging cables (of which, VW throws in both a wall socket version and a Type 2 to Type 2 cable for public charging) and an elastic net which is an underrated feature for stopping objects moving around while you’re driving. Like many other mid-size electric cars, there’s no spare wheel, just an inflator kit.

The ID.4 has no room left in its design for a frunk, which is an arguably gimmicky feature that many rivals have, although I must say there is the odd occasion where I have found them useful.

The cabin up front features plenty of leg- and headroom as well as cleverly designed storage options.

The rear row is surprisingly comfortable for space behind my driving position but I'm only 168cm tall and it might get squishy if you're behind taller front occupants. It's best to think of this car as a four-seater for adults though, the middle seat is an emergency seat.

The seats themselves are very comfortable for long trips, and both are powered and feature heat functions. My favourite feature inside are the door handles - easy to use and they look great too.

Like I mentioned earlier, the design is rather intuitive to use for every day. The only controls in the cabin are the window buttons and they're discreetly placed on either end of the middle console. The front only feature two buttons but you can switch them over for the rear window use via a little touchpad.

Individual storage is great for the class, with a large open centre console that features a dual opening lid with a shallow cubby, which is perfect to hide away any charging cables for the two USB-C ports.

There is a dedicated phone storage space in the form of a 'lean-to' scenario which also features the wireless charging pad and it's large enough to accommodate bigger devices like an iPad.

There is a sneaky glove box which is located underneath the multimedia screen but it irks me that you can only open it via the screen. It's large enough to hold a manual.

The other sneaky but super handy element is the retractable cupholder shelf that slides away into the middle console. You can also position it so only one cupholder is available or slide the cupholder insert backwards for a large cubby.

The rear gets large storage bins in each door, a drawer from the centre console but it's disappointing that the rear row misses out on cupholders or an armrest for added comfort. It does get two USB-C ports.

There is a 7L frunk storage plus the boot is adequate for overnight luggage or a grocery run with its 318L of capacity but that can jump up to 904L if you fold the rear row.

The multimedia system is fairly easy to use but you have to get used to it as it's a bit different from other Volvo systems I've sampled in the past. You also have to get used to accessing everything for the car, even for turning the car off, via the screen. I do like having buttons/dials but not having them in the EX30 mostly works.

There are three grades for the EX30 and our model on test is the Twin Motor Performance Ultra, which is the top-spec version. It is priced from $71,290 before on-road costs and that positions it as the most expensive compared to its nearest rivals.

The popular Tesla Model Y Long Range all-wheel drive is $69,900 MSRP, the Cupra Born (5 Seat) is one of the most affordable at $59,990 MSRP, and the Hyundai Kona Electric Premium N Line at $71,000 MSRP is the closest rival for price.

The EX30's price point and cute size means it's carved out a little niche for itself - little being the operative word as the rivals above are not apples for apples comparisons. The EX30 could be at risk of not knowing what its audience is - the design is fun, which signals a younger crowd, but the price point might rule them out.

Having said that, the EX30 wants for nothing really and manages to be very well-specified.

Standard items include, a 12.3-inch touchscreen multimedia system, wired Apple CarPlay and Android Auto, Google Services (Assistant/ Maps/ Play), Spotify/YouTube apps, 5G Module, over-the-air updates, satellite navigation, dual-zone climate control, four USB-C ports, wireless charging pad, Bluetooth, and DAB+ Digital Radio and a Digital Key.

Luxury and practical items include heated and powered front seats, powered tailgate, heated steering wheel, a premium nine-speaker Harman Kardon sound system which features a long soundbar and a huge panoramic sunroof.

Annoyingly though the keyless entry is truly keyless ... there are no buttons on the key and it sometimes glitches when you try to open the door despite the key being in your hand!

The version of the ID.4 we’re finally receiving in Australia has major upgrades to its motor and battery. Rather than the lacklustre 125kW/310Nm of the original version, this new one puts out a much more impressive 210kW/540Nm.

The ID.4 Pro is rear-wheel drive for efficiency and packaging reasons, although the dual-motor ID.4 GTX will arrive before the end of 2024 for those looking for the additional power and handling boost this version will offer.

The Twin Motor Performance Ultra grade is an AWD with twin electric motors which combine to produce 315kW of power and 543Nm of torque (115kW front/200kW rear) + (200Nm front/323Nm rear).

The EX30 has a single-speed auto transmission and can go from 0 -100km/h in just 3.6-seconds - making it the fastest Volvo.

The headline number you’re searching for here is 544km. This is the WLTP driving range for the ID.4 Pro, and it’s plenty for both daily commuting or even intercity trips.

It compares well to many of its rivals, thanks to an upsized 77kWh battery pack, with more sustain (at least on paper) compared to the BYD Sealion 7 and Tesla Model Y RWD and it’s nearly on par, but a few kilometres short, of the Tesla Model Y Long Range and Kia EV5 Air Long Range.

Charging has also been significantly upgraded. On a DC pylon it can charge at a maximum rate of 175kW for a 10 to 80 per cent charge time in 22 minutes, conditions allowing.

Meanwhile an 11kW max speed on an AC charger should see it charge up from 10 per cent to full in around six hours.

While these specs are good, the ID.4 doesn’t currently offer vehicle-to-load technology or vehicle-to-grid capability, which is a bit of a shame now this tech is becoming more common.

The EX30 Twin Motor Performance Ultra has up to 445km (WLTP) driving range, which felt pretty accurate this week despite throwing some heavy open-road trips into the mix.

This variant has a 69kWh nickel manganese cobalt battery and an official energy consumption figure of 18.0kWh/100km (WLTP). After doing some urban and longer trips I saw my trip computer flitting between 19.0kWh and 22.0kWh/100km.

The EX30 has a Type 2 CCS charging port, which means you can hook it up to a DC charger and it will accept up to 175kW on a DC charging system.

On an AC 2.4kW standard domestic plug port, expect a long charging time of around 38 hours to get up to 80 per cent.

On an AC 11kW system, you can go from 0-100 per cent in eight hours (again, a little slow but reasonable enough for overnight charging).

On a DC 175kW system, you can go from 10-80 per cent in around 28 minutes.

The ID.4 may be a dedicated electric car, but it still has so many of the characteristics that make VWs great to drive, although it’s a distinct experience from what a Tiguan buyer may be used to.

It starts with the excellent touchpoints, visibility and adjustability for the driver. 

The steering still has the same fine balance of feedback and speed VWs are known for, granting the ID.4 an instantly pleasing handling feel. On top of this, it is distinct from a lot of EVs in this class in that attention has been paid to ride quality.

The Pro sits on EV tyres with a sensible amount of sidewall, which helps to soften the ride, but the suspension itself is also remarkably merciful over the sorts of bumps and imperfections common on Australian roads.

It’s certainly one of the more comfortable EVs I’ve driven, but because of this it also proved to be prone to some boatiness when upset mid-corner, as the weight of the batteries become evident.

Thankfully, this can be tamed by tightening up the suspension response via either the drive modes, or manual override in the settings screen, which is something many rivals don’t have. While the firmest setting can be a little hard, it’s nice you can tailor the experience to the road, not being stuck with a too hard tune (see: Tesla Model Y) or a too soft tune (see: Leapmotor C10), with all ride settings landing somewhere between.

While the ID.4’s power figures and straight-line performance look good on paper, it doesn’t feel as violently rapid as some EVs in this class. Don’t expect the breakneck accelerator response present in the Model Y, even in sport mode, with VW choosing to imbue the ID.4 with a sensible, if a little tame, roll-on for its electric motor.

It makes it difficult to accidentally break traction, and it gives the car an overall more predictable feel, but don’t expect to be able to scare your friends in the same way a Tesla can.

It’s also quite a different experience compared to a Tiguan. While the combustion SUV feels more like a giant hatchback with cat-like reflexes and sharp responsiveness from the front-end, the ID.4 has a more leisurely and luxurious feel, owing to its additional weight and rear-wheel-drive layout.

It might not be a corner carver in the same sense as the Tiguan, but it’s a better country road and freeway tourer. Not necessarily worse, just different.

For what it’s worth, the ID.4 is not a particularly exciting car to drive, but it is refined, well tuned, and flexible to a range of scenarios, which can’t be said for all of its rivals.

Driving the EX30 Ultra is a mostly fun and lighthearted experience but it's not cutesy, no matter how adorable the external design is.

The twin motors deliver serious power and you can fully expect 'tummy-sucking' moments of pure enjoyment whenever you put your foot down.

Coupled with a graceful on-road presence which assures you that the car will stick to the road like glue, and you have the fun-factor.

The lightheartedness comes from how nimble and easy the EX30 is to manoeuvre. The steering firmness can be customised and its compact dimensions makes it your best friend in tight city lanes.

You can't customise the regenerative braking, or at least, I couldn't figure out an easy way to do so outside of selecting the one-pedal drive option.

The cabin is mostly quiet and there's a refinement to longer journeys because of it. You get occasional wind noise at higher speeds and a little bit of road feedback too but longer journeys are lovely.

My only real nag is that there is no head-up display or instrument panel for your speedometre and I found my eyes directed away from the road because of it. You can find your speed info on the central multimedia system but I prefer something in front of me.

Parking my little blue cloud this week has been easy as pie because the 360-degree camera system is clear and the large windows provide excellent visibility.

At the time of this review, the EX30 has not been tested by ANCAP and is unrated but it has all of the safety equipment you'd expect of a Volvo.

Standard equipment includes, blind spot monitoring, driver attention alert, safe exit warning, rear occupant alert, tyre pressure monitoring, tyre mobility kit, rear collision warning, forward collision warning, rear cross-traffic alert, lane departure alert, lane keeping aid, hill start assist, traffic sign recognition, intelligent seatbelt warning, adaptive cruise control, parking assist, a 360-degree view camera system as well as front and rear parking sensors.

The EX30 is also fitted with seven airbags and the Volvo-designed whiplash injury protection system (WHIPS) which helps to reduce the risk of whiplash injury if your car is hit from behind. On impact, the entire front backrest and head restraint moves with the occupant to support the neck.

Like other Volvos, the EX30 also has side impact protection (SIPS), which helps protect you and your passengers in a side collision. The body's steel framework displaces the impact of a side-collision away from the occupants to other parts of the car body.

The EX30 has ISOFIX child seat mounts on the rear outboard seats plus three top tethers but only two child seats will fit. If you have an extra-large booster seat, like me, then expect some of the back window visibility to be compromised when it is installed.

To tempt electric car skeptics, VW has a range of ownership perks for the ID.4.

What hasn’t changed is the factory warranty which stands at five years and unlimited kilometres, although it does get a separate and industry-standard eight-year and 160,000km warranty for the high-voltage battery pack.

From there though, things are different. The ID.4 only needs to see a workshop once every 24 months or 30,000km, and as usual, servicing can be packaged up to secure the best price at the time of purchase. This is either a six-year/90,000km package ($1785 or $298 per year), an eight-year/120,000km package ($2350 or $294 per year), or a ten-year/150,000km package ($2890 or $289 a year).

VW also points out it has designed its battery pack to be serviceable rather than sealed-for-life or packaged so densely that modules cannot be easily removed, and it guarantees 10 years of battery supply from the end-of-production for the ID.4, with 15 years of repairability to help ease the minds of those convinced modern EV batteries won’t last the distance.

But wait, there’s more, apparently, with VW teaming up with AmpCharge to offer a 7kW home charging unit (which can be themed to match the colour of the car). The first 500 registrations can have one of these installed for free (with a claimed value of $1899).

A five-year warranty will also cover this charging hardware.

The EX30 is covered by Volvos five-year/unlimited km warranty and the electric battery is covered by an eight-year term - both are normal terms for the class.

What endears the EX30 to me is that servicing is included, which is very rare for a luxury brand to offer. Servicing intervals are reasonable at every two years or 30,000km, which ever occurs first.