Volvo EX30’s incredible acceleration was an accident…and other fun details
After revealing the gorgeous little EX30 last week, Volvo gave us some access to the folks involved in crafting the vehicle, which allowed us to glean some details about the EV that everyone is talking about…
Akhil Krishnan, project manager for Volvo, sat down with us in the EX30’s surprisingly spacious but still intimate cabin to discuss the thinking. On the 3.4-second 0-60, he noted:
“The acceleration is actually a byproduct of everything else we’ve done with the EX30. Because it’s a smaller car […] and we’ve worked on taking away superfluous items and weight.”
While aerodynamics doesn’t play a huge role in 0-60 acceleration, it does play a role. Getting the vehicle weight down was probably a bigger factor, however.
Volvo’s goal was to have a premium experience in the RWD version, which means it put a 268-horsepower motor in the rear. In an internal combustion engine vehicle, adding AWD doesn’t necessarily mean adding horsepower. In fact, due to the inefficiencies of piping power from one power plant all over the car, there’s often less total power in an AWD internal combustion engine than its RWD counterpart.
However, adding a small 154-horsepower motor to the front wheels yields a total of 422 horsepower and 400 lb-ft of torque. With a car this light, it suddenly matches the 3.4 seconds 0-60 of the Kia EV6 GT and some Porsches and Ferraris.
Why didn’t the X/C40 see this kind of power output? I was told that there were a lot of legacy ICE inefficiencies in the design. The EX30 was designed from the beginning to be an electric vehicle.
The whole interview above is worth a listen, and Krishnan talks at length about the interior decisions that the company made to arrive where we are.
After the reveal, I also got some time with Björn Annwall, chief commercial officer & deputy CEO, who was even more emphatic that the speed was an accident and a byproduct of other things. My interview questions went something like this:
Seth: So, you kind of have a problem from a high-level strategy perspective where your fastest car is also your cheapest car.
Bjorn: You would if you were I would say not for me or a BMW, but if you’re a Volvo where no Volvo customer actually buys Volvo for their acceleration or the kind of the noise of the sound of the engine. Volvo has a different value proposition then to get a bit of oomph I think people see as a benefit, but that’s not why they buy the car.
Seth: Polestar would be more of a brand that would be more of a concern, I guess. But it just seems like an interesting situation. Should we expect all Volvos coming forward, electric Volvos, the more expensive ones, to have a similar type of acceleration?
Bjorn: I think acceleration is commoditizing. I think when you go below a certain level – be that 7 seconds or 6 seconds or 5 seconds, whatever – it doesn’t matter anymore. It’s enough. And Volvo should have enough acceleration to be safe and take you where you want, and this happens to have a kind of 3.6-second acceleration. I think we’re going to stop talking about that, because that’s not what Volvo has ever talked about. I think it’s more interesting to see that the 100-to-zero is 58 meters. I think that’s more important, right? I think it’s more important to understand that you can purchase a Volvo online, you can do that in 36 seconds in the UK. I think those things are more interesting.
Seth: With a 3.6-seconds, these days, someone could say, hey, my Volvo is faster than a Ferrari or a Porsche.
Bjorn: They can do that. But that’s never going to be the proposition by Volvo because it’s faster than Ferrari. I think then you have a different problem.
Björn Annwall, Volvo Chief Commercial Officer & Deputy CEO
So Volvo is genuinely definitely not thinking about quickness with this car. That said, you don’t have to look very hard on the sales page to find the 0-60 speed, and most execs’ faces lighted up with a point of pride even though they will flatly deny they intended to make a little speedster.
There was a lot more info to gain, however. On a “premium-ness” of a $35,000 car:
Now this is a premium car, and it needs to continue to be a premium car. They need to continue to be a premium experience. You get that as you buy the car, as you service the car, as you get part of the brand. This is a step into the brand for many consumers. It’s a very good additional car for many consumers.
So we don’t see this as a mass-market car. We see this as an entry of a premium car in this segment. There is no premium car in this segment, not a full electric car. So we are breaking new grounds, and we’re going to continue to play a premium role. You shouldn’t see this as becoming a mass-market.
We’re a premium player now in the tighter format. And the tighter formats also come slightly tighter budget.
Björn Annwall, Volvo Chief Commercial Officer & Deputy CEO
On Volvo using Tesla’s NACS charger (which a week ago Ford/GM had just announced):
I think you’re right that Tesla has the best premium experience for fast charging. And I think our aspiration is to make sure we as soon as possible make a great charging experience for the mobile customers.
You can have it via the Tesla network. You can have it via some of the other networks. But then you have to become better at some of those things from automatic payments and taking away a lot of the hassle around it. And we’re working with that as a high priority. I can’t give you any further details.
[Volvo is] open to anything that makes life easier for all of our customers. Then, in the end, things have to work out, but we’re open to we’re going to be electric company. We need to have a great, convenient charging experience for all the customers. I think we have a large part of the US with existing charging infrastructure, but it could be improved.
Björn Annwall, Volvo Chief Commercial Officer & Deputy CEO
On how Volvo got the price so low:
There’s no silver bullet. There is a lot of things. One thing is we’re starting from a technological platform that Geely has developed that is very well done and where we share some of the investments with other brands, and we also share in the infrastructure in the factory in China where we produce it. So tooling investments are all very efficient done together. So that’s one thing.
The other thing is: as we engineered and designed this car, this Volvo car on that platform, we actually had a very ‘resourcefulness’ and ‘cost-mindedness’ at the start. It’s quite interesting: sustainability and cost efficiency are very much the same things, right? Less material. Think about what material [we] have, less waste, take out complexity. That was really the leading thought.
And there’s no one silver bullet. There’s a lot of things. I think there’s the sound bar – one speaker rather than having four or six separate loudspeakers. That’s a good example. Less material, less complexity, very good experience, nice design.
So a lot of those small things have made it better. And then the fact that they add an LFP battery into the mix, which I think makes total sense. The downside of LFP is slightly lower range, slightly slower fast charging. But for a vehicle like this, which many people used as kind of the more local commute in cities or as a second car, that is not the problem. So all those things combined makes a very premium car but at an affordable price.
During its investor day, a day after the Volvo EX30 launch event, we learned that Volvo intended to hit a 20% margin on the EX30, and it thought it would be one of the best-selling cars in its lineup. From the reactions it’s getting, I tend to agree.
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At EICMA 2025, Honda finally pulled back the curtain on its first full-size electric motorcycle with the first-ever public unveiling of the Honda WN7. As someone who’s followed the electric motorcycle space for over a decade, I’ve been waiting a long time to see Big Red bring some serious voltage – and it looks like that moment has arrived.
The WN7 isn’t just a compliance bike or a modest scooter like we’ve seen for years from Honda – it’s a legitimate full-size motorcycle, albeit still a commuter motorcycle and not something you’d likely want to take on a cross-country trip.
Designed as a naked street bike in Honda’s “FUN” category, the WN7 features a peak output of 50 kW (67 hp), putting it in a similar performance class to a 600cc internal combustion motorcycle. With 100 Nm of torque, it even rivals liter-class bikes in terms of torque off the line, promising quick acceleration and agile city or highway handling.
Honda’s development team leaned into the EV strengths with a design philosophy they call “Be the wind.” The goal is apparently a ride experience that’s quiet and immersive, letting you hear the world around you while still delivering that satisfying EV torque hit.
Visually, the WN7 sports a sharp silhouette and a horizontal LED light bar up front – a design element Honda says will become the face of its entire electric lineup. It also features a new colorway exclusive to Honda’s EVs: a black body accented with golden mechanical components.
One of the most interesting engineering decisions is the frameless chassis. Instead of a traditional motorcycle frame, Honda uses the rigid aluminum battery case itself as a central structural element, connecting both the front steering head and the rear swingarm pivot directly to it. This design not only cuts weight but also improves handling by centralizing the mass. It’s a move we’re seeing more frequently, having been employed by other electric motorcycle makers such as LiveWire as part of their S2 Arrow platform.
Honda’s powertrain includes a new liquid-cooled motor with a built-in inverter, delivering its power to a belt-drive rear wheel through a newly designed gearbox. It’s quiet, clean, and torquey – just what you want in a commuter or light touring bike.
The moderately sized, fixed 9.3 kWh battery supports both CCS2 fast charging (20% to 80% in 30 minutes) and Type 2 charging, with a claimed range of 140 km (87 miles) per charge under WMTC standards. Riders also benefit from regenerative braking with customizable deceleration levels, as well as a slow-speed walk mode for precise parking assistance.
No word yet on pricing or exact market release dates, but Honda says the WN7 will be produced in Japan and rolled out in regions “where electrification is advancing.” Perhaps that could be a clue about its entry, or lack thereof, in North America.
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Polestar may not yet be a household name, but these makers of objectively excellent, sporty EVs with Scandinavian sensibilities are doing everything they can to change that — including offering killer post-rebate deals set to take the fight to Tesla.
CarsDirect is reporting a MASSIVE $18,000 lease incentive on the sporty Polestar 3, which starts at around $67,500 for the Long Range Single Motor model and goes up to approximately $79,400 for the Long Range Dual Motor. For those of you like to see the math, that pencils out to ~25% discount from MSRP.
Nationally, the 2025 Polestar 3 features a $18,000 lease incentive. Customers who lease a 2025 Polestar 3 through Polestar Financial Services will receive the brand’s $18,000 Clean Vehicle Noncash Incentive. Customers who buy a 2025 Polestar 3 with cash or through standard financing can get $10,000 Polestar Clean Vehicle Incentive cash towards the purchase.
All Polestar 3 EVs currently offer 0% APR for up to 72 months on purchases plus a $7,500 financing bonus. This is the lowest rate we’ve seen since the vehicle’s launch, and it is now among the best 0% financing deals on an SUV.
The EV deals don’t stop there. Polestar is offering both lease and finance customers who happen Costco members can get another $1,000 off the Polestar 3, making the Swedish/Chinese crossover one of the most compelling new car deals in the business.
Polestar 3 | For the money
If you decide to take Polestar up on their offer, you’ll be getting a genuinely sporty five-seat entry-luxe SUV with a big battery and real, road trip-ready range.
In the US the entry Polestar 3 Long-Range Single Motor (RWD) model starts at the previously-mentioned $67,500 MSRP (pre-rebate), and offers a 111 kWh battery pack good for an EPA-rated range of up to 350 miles. The top-shelf Performance-spec Polestar 3, meanwhile, offers an all-wheel-drive dual-motor setup that Polestar rates at 380 kW (~517 hp) that will launch you across suburbia with a 0–60 mph time in the 4 second range, albeit with slightly less range than the base model: “just” 275–315 mi, depending on wheels/trim.
The other thing a Polestar 3 offers is a bit of neutrality. Polestar hasn’t been shy about what it views as an “opportunity” to snatch up car buyers who want to distance themselves from Elon Musk and the political polarization that’s now associated with the Tesla brand.
The company’s CEO, German auto industry stalwart Michael Lohscheller, told Bloomberg, “For Germany, somebody outside of Germany endorsing right-wing political parties is a big thing. You want to know what I think about it? I think it’s totally unacceptable. Totally unacceptable. You just don’t do that. This is pure arrogance, and these things will not work.”
He’s hoping enough people agree to move the needle on Polestar sales in the US – and the first step to that is for consumers to get behind the wheel of this “masterfully tuned and sneaky-fast SUV,” and see if it’s a fit for them.
One thing is certain, though: at $18,000 less — the Polestar 3 is a lot more likely to be a fit for their budget than it was before! You can find out more about Polestar’s killer EV deals on the full range of Polestar models, from the 2 to the 4, below, then let us know what you think of the three-pointed star’s latest discount dash in the comments section at the bottom of the page.
SOURCE: CarsDirect; images via Polestar.
If you’re considering going solar, it’s always a good idea to get quotes from a few installers. To make sure you find a trusted, reliable solar installer near you that offers competitive pricing, check out EnergySage, a free service that makes it easy for you to go solar. It has hundreds of pre-vetted solar installers competing for your business, ensuring you get high-quality solutions and save 20-30% compared to going it alone. Plus, it’s free to use, and you won’t get sales calls until you select an installer and share your phone number with them.
Your personalized solar quotes are easy to compare online and you’ll get access to unbiased Energy Advisors to help you every step of the way. Get started here.
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Just as we saw with EVs in September, there’s a broad, documented surge in demand for home solar tied to the 30% Federal tax credit expiring December 31st. And, while it’s still not too late for many Americans to go solar, contractors in North Carolina, Florida, and Arizona say their 2025 calendars are jammed.
Back in August, EnergySage noted a 205% year-over-year increase in homeowners actively working with solar installers, and observed an all-time high in solar customer inquiries immediately following the passage of the OBBA — a sentiment echoed by installers everywhere.
“When the Big Beautiful Bill passed, and they ended 25d, we signed up like 200 people in a couple weeks,” Bryce Bruncati, director of residential sales at 8MSolar in Raleigh, told WFAE in Charlotte. “So, all solar installers in North Carolina right now are booked through the year.”
In states like Arizona, installers are seeing a similar rush from residents hoping to sneak their systems in under the wire.
“An average system might be around $25,000,” explains Tyler Carlyle, the owner of Bright Home Energy in Phoenix. “You start doing the math, 30% for federal tax credit, $1,000 from state, you’re talking $10,000 in savings by going solar now purchasing the system.”
But more demand means less supply, and running out of solar panels is only one of the issues slowing down lead times, which have been stretching from weeks to months recently, and whether you want to blame that on a lack of federal agents processing imports, a growing trade war limiting the amount of materials contractors can work with, or ongoing the ICE raids that are exacerbating a national construction labor shortage by illegally targeting hardworking Americans because of the color of their skin, the fact remains that many homeowners are eager to lock in the full 30% federal solar tax credit are finding installers short supply, and many installers are scrambling to install systems before the December deadline.
FOMO is real
As we recently discovered, taking advantage of tax credits and saving money are not the primary drivers for home solar adoption among Electrek readers. But while it’s obvious that Electrek readers are objectively better people, that doesn’t mean they don’t like saving money — and the window to do so on a home solar project is rapidly closing.
“Every month you wait puts your incentives at risk,” reads the copy at Florida Power Services. “The permitting process, equipment supply, and installer availability are already creating challenges for homeowners across Pinellas County.”
The site goes on to note that Pinellas County solar installation plan reviews are already delayed more than four weeks, and every week that passes adds to the backlog. “Your system could get stuck in permitting and never make it to installation before incentives expire,” reads the copy. “By starting early, you secure your place in line and give your project the best chance to be completed on time.”
Don’t lose hope, but don’t get stuck
While it may seem like it’s already too late (and, for some of you, it might be), don’t lose hope. Remember that under IRS Form 5695 for systems installed on existing homes, the credit is available in the tax year when the system is “placed in service,” but what exactly that means and whether interconnection or utility “permission to operate” (PTO) is strictly required to meet that “place in service” standard depends on various state and local rulings — and there seems to be plenty of wiggle room in there.
What’s more, I was able to find at least one private-letter IRS ruling said a solar project could qualify as “placed in service” even though utility interconnection (or, “tie-in”) was not yet complete, which could imply that there’s some wiggle room for eligibility baked in at the national level, as well.
As ever, I want to close this one out with a disclaimer and remind you that your favorite journalist (me, obviously) is not an attorney. Especially when it comes to big dollar stuff like this, connect with local experts who do this stuff every day, and maybe consult a tax professional, too, to be on the safe side.
Source links throughout article; featured image via UCF.
If you’re considering going solar, it’s always a good idea to get quotes from a few installers. To make sure you find a trusted, reliable solar installer near you that offers competitive pricing, check out EnergySage, a free service that makes it easy for you to go solar. It has hundreds of pre-vetted solar installers competing for your business, ensuring you get high-quality solutions and save 20-30% compared to going it alone. Plus, it’s free to use, and you won’t get sales calls until you select an installer and share your phone number with them.
Your personalized solar quotes are easy to compare online and you’ll get access to unbiased Energy Advisors to help you every step of the way. Get started here.
FTC: We use income earning auto affiliate links. More.
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