MIDLAND, Michigan — Cubism in the 1910s, surrealism in the 1930s, pop art in the 1960s, installation art in the ‘80s. The art world has seen multiple movements over the last 100 years. So too has the art of the automobile. The post-WW2 jet-inspired tailfin era, muscle cars of the ‘60s, mid-engine ‘80s sportscars, 1990s jelly bean sedans.

Digital age electric vehicles have given designers a new canvas to paint on. One of my favorites is the 2025 Volvo EX30 that I recently piloted to Charlevoix and back.

Like its Tesla, Rivian and Cadillac peers, the EX30 has embraced the grille-less fascia and simple, screen-centric interior. And, just as installation art is limited to a specific place, so are EVs best admired as urban vehicles — as my trip’s charging follies demonstrate.

My two-tone yellow and black EX30 cutie welcomed me with a smile.

That is to say, the mouth-like diagonal line through the circular Volvo logo that anchors the fascia. No internal combustion engine, no grille. The fascia is anchored by signature “Thor’s hammer” headlights inside a black frame (a theme repeated on the rear facia). EX30 reminded me of one of the colorful characters from the 2005 flick "Robots."

Sensing the card key in my pocket, the door unlocked. As its nomenclature implies, the subcompact EX30 is Volvo’s gateway to its EX40 and EX90 EVs lineup — though you’ll need to adjust your pricing expectations. Stylish subcompact, affordable, premium, internal-combustion-engine SUVs are a thing, including sub-$40K cuties like the Buick Envista, Mazda CX-30 and Acura ADX.

My all-wheel-drive, $48K EX30 Performance Ultra tester is priced more in line with premium EV compacts like the Tesla Model Y, Ford Mustang Mach-E and Lexus RZ450. All-wheel-drive, panoramic roof, 19-inch wheels, posh materials. Unlike those machines, however, the EX30 has little rear legroom (32 inches) compared to, say, the Tesla at 40 inches. A six-footer can’t sit behind himself. Starting at $54K, the EX40 will buy you four more inches of legroom.

Under the airy, panoramic roof, the cabin is beautifully spare. Like Scandinavian furniture.

Like a Tesla, the interior is anchored by a big screen. Doors are scrubbed of buttons, and essential controls (mirrors, glovebox) are accessed through the screen. Unlike a Tesla, the 12.3-ich display is vertical and the cabin trimmed with classic Volvo touches like silver vertical air vents and door handles — and a floating console that offers plenty of space underneath for a handbag.

Volvo (and sister Polestar EV performance brand) were first to market with the Google Built-in operating system (now ubiquitous on GM products and coming to Honda), which makes navigation easy — especially in a low-range electric car that needs to find chargers on trips. To keep costs down, EX30 has a small (69 kWh) battery with just 253 miles of range compared to, say, Model Y’s 311 miles of range.

Hey, Google, navigate to Charlevoix, Michigan.

The Swede scheduled two stops to make the 250-mile trip and still have 25% of charge left at destination (in case I have to make another trip on arrival). Why two stops for a 250-mile trip, you say? Because EPA estimate range numbers appear calculated for a perfect, 70-degree day traveling at 55 mph.

This July summer’s day, however, was running hot at 95 degrees with rain in the forecast on a 75 mph interstate. My range would be more like 200 miles. That, and you only charge to 80% at fast chargers because that last 80-100 % is (like filling a beer) sloooow. Actual range? 160 miles.

ZOT! The peppy 400-torque EX30 merged with authority onto I-75 North.

Like its electric peers, the Volvo is smooth as silk. But for the price, it’s lacking hands-free driving like Model Y/Chevy Equinox. Volvo telegraphs the feature is coming, however, as a steering wheel-mounted camera watched me constantly. This being a Volvo, it nagged me incessantly to keep my eyes on the road, my hands on the steering wheel, and my teeth brushed (kidding about that last part).

EX30 navigated to the first fast charging stop in the parking lot of a Bay City Meijer store, an Electrify America station that ... was shut down. Oh.

"OUT OF ORDER" read the charger screens, the stalls wrapped in yellow tape with a line of blue shopping carts blocking access just in case customers didn’t get the message. Unlike Tesla, which integrates its charging network with its car’s navi system, the Volvo is dependent on third-party companies. EX30 had no idea the EA charger was down.

Plan B. Right next to the EA chargers was a bank of eight Tesla chargers, seven of them available. Volvo has signed an agreement to use Tesla chargers, so I plugged in and opened the Tesla app to connect.

“No chargers within range,” read the app. Huh?

According to Clean Technica, 150 kW Tesla V2 chargers like those at Bay City are un-accessible to non-Tesla users.

Plan C. I asked the Google navigation to find fast chargers nearby. Success: Blink and ChargePoint stations were available within two miles. I chose Blink because the map indicated all four stalls were available — and because it was in a Ford dealership and (presumably) well maintained.

At the Ford dealer, I plugged in at 56 cents per kWh and walked across the street for a Tim Horton’s doughnut while EX30’s battery charged for 20 minutes from 50-90%. Note to self: at 56 cents per kWh, the 500-mile round trip would cost $93 versus $73 for a comparable, gas-powered Volvo XC40 at $4.10-per-gallon premium fuel.

Back on the road, Volvo navigated me to a second Electrify America charging stop in Gaylord, but (fearing EA unreliability) I chose a ChargePoint in Waters instead and arrived in Charlevoix with 36% of charge left (72 miles). All told, the trip had taken 6.23 hours to complete — longer than the 4.37 hours Google Built-in promised (which was already longer than the 3.52 hours in a gas XC40).

No wonder EV sales have stalled.

Back in its natural habitat (that is, an urban environment) in Charlevoix, the Swede was happy as Bjorn Borg on a clay tennis court. On two-lane M-32, it squirted from 0-60 mph in a Porsche 911 Carrera GTS-like 3.3 seconds — quicker than an all-wheel-drive Model Y’s 4.8.

I’m a fan of Tesla and Rivian spare interiors, and EX30 was a pleasing place to spend time. Clever details abounded like a fashionable square steering wheel, storage cubbies and Google Built-in, which was always ready with a joke. “Hey, Google, tell me joke,” I said.

Why can’t a bicycle stand up on its own? Because it’s two tired.

You have to have a sense of humor to survive the charging follies. More were in store for the trip home.

After a Traverse City airport detour to drop off family, EX30 navigated to Midland to recharge at a “very fast 240-kW fast charger.” Wrong.

The charger was actually a very slow 240-volt charger in the parking lot of the H Hotel on Main Street. Sigh. Fortunately, Midland wasn’t far (20 miles) from the same Bay City Blink charger that saved me on the way up. Though this time, the first Blink charging stall I tried was out of order. Hey, Google, tell me a joke!

I had 70 miles (33%) of charge left when I arrived home. Which is where EVs belong. Close to home.

With its peppy acceleration, cute looks and iPhone interior, EX30 is an artistic statement. Need a trip car? Allow me to suggest the midsize, gas-powered XC60 SUV with 38 inches of rear legroom and 564 miles of range. For the same price as a subcompact EX30.

2025 Volvo EX30

Vehicle type: All-wheel drive, five-passenger SUV

Price: Base $46,295, including $1,295 destination charge ($48,395 Performance Ultra as tested)

Powerplant: 64 kWh lithium-ion battery pack mated to dual electric motors

Power: 422 horsepower, 400 pound-feet torque

Transmission: Single-speed automatic

Performance: 0-60 mph, 3.3 seconds (Car and Driver); top speed, 114 mph

Weight: 4,189 pounds

Range: EPA est. 109 MPGe; 253 miles on full charge

Report card

Highs: Stylish Scandinavian design; sportscar acceleration

Lows: Small back seat; pricey

Overall: 3 stars

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