At what Volvo is calling 90/90 Day, the Swedish car brand will show off its latest version of the flagship XC90 SUV alongside the long-awaited arrival of the all-electric EX90.
At a media event at company headquarters in Gothenburg, Sweden on Wednesday, Volvo will pour through details on its revamped hybrid SUV. The XC90, first introduced in 2002 and in more recent years modified as a hybrid and plug-in, comes in three variants: two mild hybrids, the B5 and B6, and a T8 PHEV. The big changes for 2025 are more in its looks both inside and out, including a new user experience on a bigger and faster touchscreen. Volvo has emphasized that it’s one of the few plug-ins with a seven-seat option. (The XC90 comes in six- or seven-seat configurations in the U.S.)
Disclosure: Volvo provided flights to and from Gothenburg along with accommodations to attend 90/90 Day. The company did not influence our reporting.
The Volvo XC90’s new look was revealed and it now shares more features with Volvo’s electric lineup. Volvo
For 2025, the T8 is an inline four-cylinder gas engine with an electric motor and 400-volt three-layer lithium ion 18.8 kWh battery with 14.7 kWh of usable energy. Its pure electric range is 33 miles, but Volvo anticipates drivers using a blend of battery and gas power. The most powerful (and efficient) of the XC90s, the all-wheel drive PHEV offers 310 horsepower with 295 pound-feet of torque and a zero-to-60 mph time of 5.1 seconds. Its fuel economy is 58 MPGe combined. Its 6.4 kW onboard charger takes 3 hours to go from empty to 100% charged (or 7 hours on an ordinary 120 volt outlet). In Europe, Volvo has its own branded home wallbox charger.
As a PHEV, charging is to take advantage of the efficient fuel economy or pure battery driving. Volvo partnered with ChargePoint charging network for plug-and-charge convenience at 80,000 U.S. public charging plugs with the Volvo Cars app. Then there’s a Tesla Supercharger network partnership that ostensibly should give the XC90 PHEV (and EX90) access to Tesla’s 12,000 fast charger stations, but Tesla has been slow to provide converters to non-NACS car makers such as Ford and General Motors. We’ll see how it plays out with Volvo into 2025.
As part of its new identity, the new XC90 has a redesigned front-end. There’s a new hood and bumper area and the Volvo-famous Thor’s Hammer headlights are slimmer. Also look for new wheel designs and lighting in the back and interior. Volvo rationalizes that the redesign is to better align the XC90 with its electric lineup. The trims remain Core, Plus and Ultra.
VolvoVolvo
For tech upgrades, the 11.2-inch center display is now free-standing as seen in the EX30 and EX90 EVs. The new screen will be part of a new user experience debuting on the XC90 and rolling out to all Volvo owners with models from 2020 and newer. Volvo projects 2.5 million customers will be eligible for the UX upgrade. While Google built-in is, well, built into the infotainment system with access to Google Maps, Assistant and Play, there’s still an option for connecting an iPhone through a USB-C cable to Apple CarPlay. The bigger, brighter and higher-res touchscreen is part of a redesigned front console area with easier access to the wireless charging mat and an extra cup holder.
Other new features include a new exterior color, Mulberry Red, inspired by Scandinavian autumn. Inside, two new interior materials Nordico, a leather-free material, and Herringbone Weave, a recycled polyester textile, keep with Volvo’s theme of sustainability. Comfort is crucial for the luxury segment, so the XC90 has upgraded suspension with a double wishbone system in the front.
The same safety ADAS and features with driver support systems that Volvo prides itself on will carry onto the new flagship. Last month, the 2024 was named a Top Safety Pick+ by the Insurance Institute for Highway Safety (IIHS).
The XC90 sits alongside the battery-powered EX90, a new SUV that makes its delayed arrival as Volvo shakily advances toward an all-electric future. A previously aggressive timeline for electric-only production by 2030 has been tamped down with a refocus on hybrids and plug-ins. Hence, the emphasis this week on the XC90 with its best-of-both-worlds features—or at least that’s what Volvo is betting on.
Pricing for the 2025 plug-in version will be announced later, but the base XC90 will start at $58,450 plus a $1,295 destination fee. Production is expected to start by the end of this year with deliveries in the beginning of 2025. The 2024 plug-in version, branded as the Recharge T8, started at $73,195 for the base Core trim and went up over $80,000 for the top Ultra trim. The EX90 is listed at $81,290 (including a $1,295 destination fee).
After Wednesday’s event, the updated XC90 will be available to order.
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That network of dependable high-speed chargers, paired with solid app integration that makes it easy for Tesla drivers to find available chargers just about anywhere in the US, gave the brand a leg up – but no more. By opening up the Supercharger network to brands like Ford, Hyundai, Kia, and others, Tesla has given away its biggest competitive advantage.
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Add in charging and route-planning apps like Chargeway, that make navigating the transition from CCS to NACS easier than ever with its intuitive colors and numbers and easy on/off switch for vehicles equipped with NACS adapters, and it feels like the time is right to start suggesting alternatives to the old EV industry stalwarts. As such, that’s exactly what I’m going to do.
Here, then, are my picks for the best Tesla S3XY (and Cybertruck) alternatives you can buy.
Less Model S, more Lucid Air
Lucid Air sedans; via Lucid.
Developed by OG Tesla Model S engineers with tunes from Annie Get Your Gun playing continuously in their heads, the Lucid Air promises to be the car Tesla should and could have built, if only Elon had listened to the engineers.
With panel fit, material finish, and overall build quality that’s at least as good as anything else in the automotive space, the Lucid Air is a compelling alternative to the Model S at every price level – and I, for one, would take a “too f@#king fast” Lucid Air Sapphire over an “as seen on TV” Model S Plaid any day of the week. And, with Supercharger access reportedly coming later this quarter, Air buyers will have every advantage the Supercharger Network can provide.
HONORABLE MENTIONS
Less Model 3, more Hyundai IONIQ 6
2025 Hyundai IONIQ 6 Limited; via Hyundai.
Hyundai has been absolutely killing it these days, with EVs driving record sales and new models earning rave reviews from the automotive press. Even in that company the IONIQ 6 stands out, with up to 338 miles of EPA-rated range and lickety-quick 350 kW charging available to make road tripping easy – especially now that the aerodynamically efficient IONIQ 6 has Supercharger access through a NACS adapter (the 2026 “facelift” models get a NACS port as standard).
Once upon a time, Mrs. Jo Borrás and I were shopping three-row SUVs and found ourselves genuinely drawn to the then-new Model X. Back then it was the only three-row EV on the market, but it wasn’t Elon’s antics or access to charging, or even the Model X’s premium pricing that squirreled the deal. It was the stupid doors.
We went with the similarly new Volvo XC90 T8 in denim blue, and followed up the big PHEV with a second, three years later, in Osmium Gray. When it’s time to replace this one, you can just about bet your house that the new 510 hp EX90 with 310 miles of all-electric range will be near the top of the shopping list.
The sporty EV6 GT made its global debut by drag racing some of the fastest ICE-powered cars of the day, including a Lamborghini, Mercedes-AMG GT, a Porsche, even a turbocharged Ferrari – and it beat the pants off ’em. Combine supercar-baiting speed with an accessible price tag, NACS accessibility, $10,000 in customer cash on remaining 2024 models ($3,000 on 2025s) and just a hint of Lancia Stratos in the styling, the EV6 is tough to beat.
If you disagree with that statement and feel like driving a new Tesla Cybertruck is the key to happiness, I’m not sure an equally ostentatious GMC Hummer EV or more subtle Rivian R1T will help you scratch that particular itch – but maybe therapy might!
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BYD Shenzhen, the world’s largest car transport ship (Source: BYD)
Republicans launched multiple attacks against EVs, clean air and American jobs this week, at the behest of the oil industry that funds them. These attacks won’t be successful, and EVs will continue to grow regardless, and inevitably take over for outdated gasoline vehicles.
However, these republican attacks on EVs will still have some effect: they will diminish the US auto industry globally, leading to job losses and surrendering one of the jewels in the crown of American industry to China, where there is no similar effort to destroy its own domestic EV industry.
But they should inspire worry for Americans, because they will only harm the country’s domestic manufacturing base in the face of a changing auto industry.
Republicans keep trying to kill clean cars
The last time a republican occupied the the White House, we saw similar efforts to try to raise fuel and health costs for Americans, and to block superior EV technology from flourishing. That didn’t work in the end, and EVs continued to grow both during that period and after.
All the while, fossil fuels have maintained their privileged policy position, being allowed to pollute with impunity and costing the US $760 billion per year in externalized costs. Much of that subsidy is accounted for in the cost of pollution from gas cars, which are one of the primary uses of fossil fuels, which means that, in fact, gasoline vehicles receive much more subsidy than EVs do.
And yet, EVs still managed to grow substantially, despite these headwinds. EV sales have continued to grow, both in the US and globally, even as headlines incorrectly say otherwise. The republican party’s attempts to kill them were futile, and will continue to be.
It didn’t work, but it did delay progress
However, anti-EV actions from Mr. Trump and the republican party did manage to delay progress from where it could have been if America actually instituted smart industrial policy earlier.
Surely the American auto industry would be ahead of where it is now if those investments had had time to come online. But instead, republicans are currently trying to kill those jobs, which has already led to several manufacturing projects being cancelled this year, depriving Americans of the economic boost they need right now.
Meanwhile, there’s one place that this sort of stumbling isn’t happening: China.
China is taking advantage
China has spent more than a decade focusing on securing material supply, building refining capacity, developing their own battery technology, and encouraging local EV manufacturing startups.
This has paid off recently, as Chinese EVs have been rapidly scaling in production in recent years. It took a lot of the auto industry by surprise how rapidly Chinese companies have scaled, and how rapidly Chinese consumers have adopted them, after having an initially slow start.
But that adoption hasn’t just been local, it’s also global. Last year, China became the largest auto exporter in the world, taking a crown that Japan had held for decades. But the change was even more dramatic than that – as recently as 2020, China was the sixth-largest auto exporter in the world, just behind the US in 5th place.
China’s dramatic turn upward started in 2020, and now it’s in first place. Meanwhile, because of all the faffing about, the US remains exactly where it was in 2020 – still in fifth place. Well, sixth now, since China eclipsed us (and everyone else).
But tariffs have been tried before, and they didn’t work. When Japan had a similarly meteoric rise to global prominence as an auto manufacturer in the 1970s and 80s, largely due to their adoption of new technology, processes, and different car styles which incumbents were ignoring, the US tried to stop it with tariffs.
All this did was make US manufacturers complacent, and Japan still managed to seize and maintain the crown of top auto exporter (occasionally trading places with Germany) from then until now.
Then as now, the true way to compete is to adapt to the changing automotive industry and take EVs seriously, rather than giving the auto industry excuses to be complacent. But instead, republicans aren’t doing that, and in fact are working to ensure the American auto industry doesn’t adapt, by actively killing the incentives that were leading to a boom in domestic manufacturing investment.
US auto industry jeopardized by republicans
Make no mistake about it: destroying EV incentives, and allowing companies to pollute more and innovate less, will not help the US auto industry catch up with a fast moving competitor.
As we at Electrek have said for years, you cannot catch up to a competitor that is both ahead of you and moving faster than you.
It also applies to nations, which could have spent the last decade doing what the Chinese auto industry has been doing, but instead non-Chinese automakers have been begging their governments for more time, even though it’s not the regulations that threaten them, it’s competition from a new and motivated rival that is moving faster and in a more determined manner towards the future.
The way that we get around this should be clear: take EVs seriously.
But that’s not what republicans are doing, and in doing so, they are signing the death warrant for an important US industry in the long term.
Another thing republicans are trying to kill is the the rooftop solar credit, which means you could have only until the end of this year to install rooftop solar on your home before the cost of doing so goes up by an average of ~$10,000. So if you want to go solar, get started now, because these things take time and the system needs to be active before you file for the credit.
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International equipment manufacturer Vermeer has unveiled a full-scale prototype of its Interlune excavator, a machine designed to ingest 100 metric tons of rocks and dirt per hour, extracting valuable helium as it makes its way across the surface … of the Moon.
Helium plays a critical role in the manufacturing of semiconductors, chips, optics, and all the other stuff that makes EVs, autonomy, the Internet, and the rest of twenty-first century life possible. The problem is that, despite being the second-most common element in the universe, helium is pretty rare on Earth – and we are rapidly running out. As such, there are intense economic and political pressures to find new and reliable sources of helium somewhere, anywhere else, and that demand has sparked a new modern space race focused on harvesting helium on the Moon and getting it back home.
To that end, companies like American lunar mining startup Interlune and the Iowa-based equipment experts at Vermeer are partnering on the development of suite of interplanetary equipment assets capable of digging up lunar materials like rocks and sand from up to three meters below the surface, extract helium-3 (a light, stable isotope of helium believed to exist in abundance on the Moon), then package it, contain it, and ship it back to Earth.
“When you’re operating equipment on the Moon, reliability and performance standards are at a new level,” says Rob Meyerson, Interlune CEO. “Vermeer has a legacy of innovation and excellence that started more than 75 years ago, which makes them the ideal partner for Interlune.”
The company showed a scaled prototype of the machine at the 2025 Consumer Electronics Show (CES) in Las Vegas (above), emphasizing the need to develop new ways to operate equipment assets in the extreme temperatures of extraplanetary environments beyond diesel or even hydrogen combustion.
On the airless surface of the moon, it would be impossible for an internal combustion engine to operate on the moon’s surface because there is no oxygen for combustion. Electrically powered machines seem the obvious solution with solar power generation supplying the electricity. But the answer is not that simple.
Temperature changes on the surface of the moon are extreme. They can soar to 110° C and plummet to -170° C. Developing electric construction machinery to perform in this environment is no easy task, but Komatsu is tackling issues one by one as they appear. Using thermal control and other electrification technologies, we are engineering solutions.
Despite Komatsu’s apparent head start, however, Vermeer seem to pulled ahead – not just in terms of machine development, but in terms of extraction potential as well.
“The high-rate excavation needed to harvest helium-3 from the Moon in large quantities has never been attempted before, let alone with high efficiency,” said Gary Lai, Interlune co-founder and CTO. “Vermeer’s response to such an ambitious assignment was to move fast. We’ve been very pleased with the results of the test program to date and look forward to the next phase of development.”
Interlune is funded by grants from the US Department of Energy and NASA TechFlights. In 2023, the company received a National Science Foundation (NSF) Small Business Innovation Research award to develop the technology to size and sort lunar regolith (read: dirt). Interlune has raised $18 million in funding so far, and is planning its first mission to the Moon before 2030.
Electrek’s Take
Interlune helium harvester concept; via Interlune.
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