Volvo ES90 1(ES90) — Problems & Common Faults
Weaknesses, engine ratings and buying advice
The ES90 is Volvo's first fully electric sedan and, after the EX90, the second model built on the new SPA2 platform with an 800-volt electrical system. Three power levels are available: a rear-wheel-drive version with 245 kW on an 88 kWh battery, an all-wheel-drive model with 330 kW on 102 kWh, and a performance version with 500 kW on the same larger battery. Thanks to 800-volt technology, all variants charge quickly at up to 310 or 350 kW, allowing a 10-80 percent charge in roughly 20 minutes. As a used car, the ES90 currently needs to be judged with considerable caution: the model has only been in customers' hands since late 2025, so there is simply no proven long-term data yet on the drivetrain, battery and electronics over several years and high mileage. Early independent tests already show recurring criticisms echoing those of its more mature EX90 platform sibling: the smartphone-based Digital Key Plus repeatedly connected late or not at all, leaving doors unlocked or causing failed starts. The flush, electrically deployed door handles are considered impractical in daily use, especially in cold weather or during electrical faults. Controls run almost entirely through screen menus, with no physical buttons left for mirrors, steering wheel or lights, which testers say is distracting while driving. Also notable is the severely restricted rear visibility caused by the steeply sloped rear end, making manoeuvring without the camera nearly impossible. A particular chapter is the lidar saga: early cars carried roof-mounted sensor hardware from bankrupt supplier Luminar that was never activated and has since been permanently cancelled — affected customers received compensation, though this is not a safety issue since radar, cameras and ultrasonic sensors handle the assistance functions instead. The battery is backed by an eight-year or 160,000-kilometre warranty with a 70 percent capacity guarantee, in line with the class standard. For a used purchase, the base rear-wheel-drive version is currently the safest bet: it offers the longest range, the lowest weight, and no meaningful loss of driving enjoyment compared with the all-wheel-drive variants, whose steering is described as indirect and uncommunicative anyway. A thorough software check during the test drive is essential, especially of the Digital Key, driver assistance systems and update status, since software-based faults are currently the main source of problems in this young, heavily digitalised model rather than classic mechanical wear parts.
680 PS
ES90 · Elektro
Sports-car sprint times in a 2.5-tonne sedan
Fun to Drive!Engine Overview
The Volvo ES90 1 is available with 3 engine variants — from 333 to 680 hp. 1 variants had engine changes — the model year is crucial.
The rear-wheel drive relies on a permanently excited synchronous motor that works directly through a fixed reduction gear on the rear axle without any gear changes. The 800-volt architecture lowers current levels in the electrical system, allowing thinner cable cross-sections and less weight while significantly boosting charging power. Since this is an entirely new drivetrain generation, there is no proven long-term data yet on bearings, cooling circuits and power electronics over several years and high mileage. Permanently excited synchronous motors are generally considered robust and low-maintenance, but durability ultimately depends on the thermal design of the power electronics and the quality of the software controlling regeneration and cooling.
No known weaknesses documented.
In the all-wheel-drive setup, two permanently excited synchronous motors each drive one axle and can be engaged or disengaged independently depending on load demand to reduce friction losses under partial load. Combining two drive units noticeably increases the complexity of cooling and control systems compared with a single machine. Here too, 800-volt technology is completely new territory for the brand, so reliable long-term data on inverter, high-voltage connector and coolant-circuit durability will only emerge over the coming years. Mechanically, synchronous motors are considered long-lasting; the real challenge lies in coordinating software, thermal management and battery cell chemistry across both axles.
No known weaknesses documented.
The high-performance variant uses the same twin-motor architecture as the regular all-wheel-drive version but is tuned for significantly higher instantaneous output, resulting in higher peak thermal loads in the motor, inverter and cooling circuit. Brief hard-acceleration events stress the power electronics more than everyday use of the base variants, which makes effective thermal management even more critical here. Since the drive units are newly developed, there is no multi-year data yet on long-term durability under spirited use. In principle, permanently excited synchronous motors are considered low-wear, but actual service life depends heavily on cooling design and the software calibration of power peaks.
No known weaknesses documented.
Vehicle Weaknesses
| Weakness | Cost | |
|---|---|---|
| Unreliable digital car key (Digital Key Plus) The smartphone-based Digital Key Plus repeatedly connected late or not at all in independent test reports. Doors did not always lock reliably when walking away, and starting sometimes required a second attempt. Symptoms: Vehicle responds late or not at all when the owner approaches, doors remain unlocked, starting must be repeated, app connection needs manual checking or reconnecting. | Low | |
| Unexpectedly hard automatic braking in city traffic In narrow, cluttered streets, the emergency braking assistance system braked surprisingly abruptly in one test report despite extensive sensor coverage, even though no acute hazard was apparent. Symptoms: Sudden, forceful braking interventions from the assistance system with no obvious cause, especially in dense city traffic with parked cars or tight spots. | Low | |
| Impractical automatic pop-out door handles The flush, electrically deployed door handles were rated impractical for everyday use in an ADAC test. An electrical fault or icing makes entry harder, and the mechanical emergency release is not self-explanatory. Symptoms: Handles deploy late, incompletely or not at all, especially in cold weather; doors can then only be opened via hidden emergency levers. | Medium | |
| Lidar sensor never activated, later cancelled Early vehicles shipped with roof-mounted Luminar lidar hardware that was never activated in software. After the supplier's bankruptcy, Volvo cancelled the feature permanently and paid affected customers compensation. Symptoms: No noticeable difference in driving behaviour since the lidar-based assistance functions were never activated; the hardware remains unused in the roof while radar, camera and ultrasonic sensors continue to handle assistance functions. | Low |
Test Reports
ADAC
The ADAC rates the ES90 Single Motor Extended Range Ultra with an overall grade of 2.0 (good). Drivetrain and safety are praised, while the restricted rear visibility, screen-heavy controls, impractical door handles and the AC charging capped at 11 kW draw criticism.
2026Known Problems and Issues +
A total of 4 weaknesses have been documented for the Volvo ES90 1 (2025–2026). Typical issues affect Electronics.
What to watch out for with the Volvo ES90? See the detailed listing of all engine and vehicle weaknesses in the sections above.
Frequently Asked Questions
What problems and weaknesses does the Volvo ES90 1 have? +
What should I look for when buying a used Volvo ES90 1? +
Which engine is recommended? +
Which Volvo ES90 1 engine is the most fun? +
Is the Volvo ES90 1 worth buying used? +
What horsepower variants are available for the Volvo ES90 1? +
Last updated: February 2026 · All information without guarantee