Urgent update over smartphone ‘fire risk'
Product Safety Australia said incidents involving Google Pixel 6a devices have resulted in 'serious burn injuries'.
A mandatory update has been pushed to a number of phones to reduce the risk, and devices only need to be updated rather than returned. A range of Google Pixel smartphones have been recalled over risks they could catch fire and burn users. Supplied Credit: Supplied
The firmware update was released on 8 July, which included battery management features which mitigate the risk.
Not all Pixel 6a devices are affected by the issue, and the new battery management system will be activated once affected devices reach 400 battery cycles.
People whose phones are affected may be eligible for compensation from Google, and can check online to see if they can get a repair, cash payment or discount credit.
The phones have been sold at major retailers across the country, including Telstra, Optus, JB Hi-Fi, Officeworks and Harvey Norman.
The affected devices were sold between 16 June 2022 and 10 April 2025.
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2025 Volvo XC90 review
Volvo XC90 Pros Volvo XC90 Cons The Volvo XC90 is here to stay, after we thought it was done and dusted amid the all-electric push from the Swedish brand at the tail-end of this decade. This is great news for customers in the market for a large seven-seat luxury SUV, because the XC90 remains one of the best in the class despite its advancing age. With a choice of mild-hybrid or plug-in hybrid powertrains, an abundance of luxury inside, wonderfully agreeable driving dynamics, and a striking new exterior design, the updated Volvo XC90 is definitely one for the shopping list. But is it worth the cash? Read on and find out. Prices for the updated XC90 have gone up a bit, but it's still one of the most affordable seven-seat large luxury SUVs on the market. The pricing of the PHEV is curious, as it plonks it between the two versions of the newer, fully-electric Volvo EX90, which is arguably one of the best alternatives to this car. To see how the Volvo XC90 lines up against the competition, check out our comparison tool Vastly different? No. But a familiar and fairly fabulous feeling cabin? You bet. There's an upgraded 11.2-inch infotainment touchscreen that retains the Android Automotive operating system with Google built-in, but for those who want to connect up their iPhone, there's cable-connect for CarPlay. The screen is the biggest consideration for new Volvo buyers, because some parts of it aren't quite second-nature to the uninitiated. You'll get used to it, but there are some menus hidden in menus, and the lack of buttons really does mean you have to. But once you're across the drive modes, hybrid settings, media controls, safety tech settings, and air-con all being done on-screen, you'll be right. There's a new 'home button', which is an on-screen control, and it's not as clever in this new version in terms of drop-down menus and swipe gestures – in my opinion. There is a climate bar at the bottom for fan and temp adjustments, as well as seat and steering wheel climate management. The driver can adjust the rear climate zones and seat heating if needed, too. There's also a digital driver's info screen which isn't as configurable as some people might want, but it offers the info you need at a glance. Furthermore, the head-up display is a delight, because it shows your speed and the speed zone that it thinks you're in, too. There are some physical buttons that remain – demisters, tuning/skip buttons and a volume dial with play/pause, as well as a glovebox opening button. The Orrefors crystal gear selector is an interesting touch. All of my passengers commented on it! It isn't vastly different from its predecessor in other ways, with lovely comfortable seats trimmed in Nappa leather, and a quality feel to the materials for the most part. The neoprene-style finish on the door cards is a bit 'less than luxury'. But Volvo claims to have added more sound insulation to make it quieter and more premium, and that's evident in the driving experience. Storage is good, with a pair of cupholders between the front seats, bottle holders in the doors, a covered small centre console area with armrest, and a wireless phone charger. Second row space is generous, but not exceptional for a car in this class. The second row slides in a 60:40 split to allow a bit more space, and the seatbacks recline fore and aft individually, too. I had enough space to fit in behind my own driving position at 182cm/6'0" tall, and with the seat adjusted a smidge forward from its rearmost spot, I could fit into the third row too. Before we get there though, the second row has a host of features worth pointing out. There are directional air-vents at knee height and in the B-pillars, as well as a climate control screen with two zones of temperature control and seat heating buttons. Middle-row riders get USB-C ports, mesh map pockets, bottle holders in the doors, a flip-down armrest, 40:20:40 backrest folding, and there's even a middle-seat booster system for kiddos. Otherwise you've got ISOFIX child seat anchor points and three top-tethers for the middle row. In the third row, which is accessible via tilt-slide seats, there are no child seat attachment points, and that could be a deal-breaker for bigger families. But the accommodation in the third-row is surprisingly roomy, with adult-friendly space, a good view out, and great ventilation. Cupholders feature, and there are armrests but they're hard plastic. The boot space is generous. With five seats up, there's 640 litres of cargo space in the T8 PHEV (680L in the B5 petrol), which is enough to easily swallow a heap of luggage. If you're running it as a seven-seater, there's still a handy 262L in the PHEV and 302L in the petrol. The PHEV misses out on a spare wheel, with just a tyre repair kit. The B5 model scores a space-saver spare and a bigger boot! To see how the Volvo XC90 lines up against the competition, check out our comparison tool The two models on offer here are vastly different, with the B5 being a mild-hybrid, while the T8 is a powerhouse plug-in hybrid. I spent a week driving the PHEV and wanted to see what was realistic in terms of EV driving and real-world efficiency. I recharged it twice over the week to see what EV range I'd get, and neither time did I get the stated figure. Instead, I saw 64km and 66km electric use? Well, don't go expecting that claimed 1.8L/100km figure to be realistic unless you're a magician. PHEV fuel consumption figures are largely misleading, and after I depleted the battery I saw 2.9L/100km for the first 100km. Then I did several hundred kays more to see what you'll get running it as a 'hybrid' in mixed driving, and the result was still impressive at 7.8L/100km. I think that's better than acceptable for a large SUV like this and reinforces that if you buy the PHEV, you really should plug it in every night to take advantage of the EV range on offer. To see how the Volvo XC90 lines up against the competition, check out our comparison tool What a delightful drive. There's really not that much to complain about when it comes to the driving experience in the Volvo XC90, so long as you're not hankering for a dynamic masterclass. It's not an enthusiast's car, but I'm thoroughly enthused by its clear focus on family comfort and controlled momentum. This is a refined, loveable, comfortable and safe-feeling family SUV, and that might be all you need to know. But drilling down on the components, the steering is relaxed and responsive, with an easy-to-judge feel to the weighting and response. There are two steering weight modes, if that matters. The air suspension has been revised with individual dampers "now able to adapt mechanically to current road conditions to optimise both comfort and stability – for a more confident and relaxed driving experience", according to Volvo. Bingo. You nailed it, team. The suspension is excellent in the top-spec PHEV, with a level of comfort and control that makes it an absolute charm to drive around town or at speed. I spent hours and hours on the highway with friends in this car, and they couldn't stop complimenting the ride comfort. And the powertrain? It's a lovely bit of kit, too. Whether you think 60-70km of EV range is enough in the modern era is probably going to be a consideration, but if you can work within those limits, it will be a terrific companion for your commutes. The EV driving character is silent and smooth with a strong level of urgency, and when you need it you've got the petrol engine to assist. Call it into action, and you'll be shocked that a seven-seat SUV weighing 2310kg – before you add bodies – can hustle quite so quickly. The urge is effortless, and even when you're using the petrol engine it's a pretty serene experience. I had no issues with the engine or transmission in hybrid mode, with smooth and smart shifts, and the transition between EV and HEV was almost imperceptible in most instances. There's regenerative braking to help recoup some energy to feed the battery, though brake pedal feel is probably the least enjoyable thing about the drive – it feels a bit wooden and unnatural, but you do get used to it. There's an abundance of safety tech included, such as a surround-view camera that makes parking easier than you'd expect, and thankfully the speed-sign recognition doesn't chime – meaning you can have a properly quiet and enjoyable experience. Honestly, if you want a luxury SUV experience with plug-in tech, this is the benchmark for this kind of money. To see how the Volvo XC90 lines up against the competition, check out our comparison tool With two grades on offer, there is a whole host of standard equipment for the money – and by stepping up to the top-end version you're getting a different powertrain, but also a heap of additional equipment. 2025 Volvo XC90 Ultra B5 Bright equipment highlights: XC90 Ultra T8 Plug-in Hybrid adds: To see how the Volvo XC90 lines up against the competition, check out our comparison tool Multiple options are available for the XC90 Ultra B5 Bright, almost all of which are standard on the Ultra T8 PHEV. The Lifestyle Pack ($5564) adds: Single-item options for the B5 Bright include: The only option available for the Ultra T8 PHEV is front seat massaging for $1184. To see how the Volvo XC90 lines up against the competition, check out our comparison tool The Volvo XC90's five-star ANCAP safety rating from 2015 has now expired, leaving it unrated for the time being. Standard safety equipment includes: To see how the Volvo XC90 lines up against the competition, check out our comparison tool Volvo Australia offers a five-year, unlimited-kilometre warranty for its models, and versions with EV or PHEV tech like this get an eight-year, 160,000km high-voltage battery warranty too. The brand includes five years of roadside assistance at no extra cost, but if you service within Volvo's network that can be extended out to eight years. The servicing intervals are decent at 12 months or 15,000km, whichever occurs first, and the brand offers two prepaid service plans that you can roll into your finance repayments – three years/45,000km of cover costs $2380, while five years/75,000km coverage is $3870. If you decide to move on from your XC90 and you've prepaid for maintenance or have extended roadside assistance, that can be passed on to the next owner. And there's connected services coverage as well, with your data covered for a period of time post-purchase. To see how the Volvo XC90 lines up against the competition, check out our comparison tool If someone told me to buy a seven-seat luxury SUV with a budget along these lines, the Volvo XC90 is what I'd buy. I'd go for the plug-in hybrid, too, because it will significantly improve your running costs, and it's a sweet execution of the technology too. This isn't the perfect SUV, but it's the closest thing to it for people who want a luxurious, comfortable and practical large SUV above all else. CarExpert can save you thousands on a new Volvo XC90. Click here to get a great Explore the Volvo XC90 showroom Content originally sourced from: XC90 Pros Volvo XC90 Cons The Volvo XC90 is here to stay, after we thought it was done and dusted amid the all-electric push from the Swedish brand at the tail-end of this decade. This is great news for customers in the market for a large seven-seat luxury SUV, because the XC90 remains one of the best in the class despite its advancing age. With a choice of mild-hybrid or plug-in hybrid powertrains, an abundance of luxury inside, wonderfully agreeable driving dynamics, and a striking new exterior design, the updated Volvo XC90 is definitely one for the shopping list. But is it worth the cash? Read on and find out. Prices for the updated XC90 have gone up a bit, but it's still one of the most affordable seven-seat large luxury SUVs on the market. The pricing of the PHEV is curious, as it plonks it between the two versions of the newer, fully-electric Volvo EX90, which is arguably one of the best alternatives to this car. To see how the Volvo XC90 lines up against the competition, check out our comparison tool Vastly different? No. But a familiar and fairly fabulous feeling cabin? You bet. There's an upgraded 11.2-inch infotainment touchscreen that retains the Android Automotive operating system with Google built-in, but for those who want to connect up their iPhone, there's cable-connect for CarPlay. The screen is the biggest consideration for new Volvo buyers, because some parts of it aren't quite second-nature to the uninitiated. You'll get used to it, but there are some menus hidden in menus, and the lack of buttons really does mean you have to. But once you're across the drive modes, hybrid settings, media controls, safety tech settings, and air-con all being done on-screen, you'll be right. There's a new 'home button', which is an on-screen control, and it's not as clever in this new version in terms of drop-down menus and swipe gestures – in my opinion. There is a climate bar at the bottom for fan and temp adjustments, as well as seat and steering wheel climate management. The driver can adjust the rear climate zones and seat heating if needed, too. There's also a digital driver's info screen which isn't as configurable as some people might want, but it offers the info you need at a glance. Furthermore, the head-up display is a delight, because it shows your speed and the speed zone that it thinks you're in, too. There are some physical buttons that remain – demisters, tuning/skip buttons and a volume dial with play/pause, as well as a glovebox opening button. The Orrefors crystal gear selector is an interesting touch. All of my passengers commented on it! It isn't vastly different from its predecessor in other ways, with lovely comfortable seats trimmed in Nappa leather, and a quality feel to the materials for the most part. The neoprene-style finish on the door cards is a bit 'less than luxury'. But Volvo claims to have added more sound insulation to make it quieter and more premium, and that's evident in the driving experience. Storage is good, with a pair of cupholders between the front seats, bottle holders in the doors, a covered small centre console area with armrest, and a wireless phone charger. Second row space is generous, but not exceptional for a car in this class. The second row slides in a 60:40 split to allow a bit more space, and the seatbacks recline fore and aft individually, too. I had enough space to fit in behind my own driving position at 182cm/6'0" tall, and with the seat adjusted a smidge forward from its rearmost spot, I could fit into the third row too. Before we get there though, the second row has a host of features worth pointing out. There are directional air-vents at knee height and in the B-pillars, as well as a climate control screen with two zones of temperature control and seat heating buttons. Middle-row riders get USB-C ports, mesh map pockets, bottle holders in the doors, a flip-down armrest, 40:20:40 backrest folding, and there's even a middle-seat booster system for kiddos. Otherwise you've got ISOFIX child seat anchor points and three top-tethers for the middle row. In the third row, which is accessible via tilt-slide seats, there are no child seat attachment points, and that could be a deal-breaker for bigger families. But the accommodation in the third-row is surprisingly roomy, with adult-friendly space, a good view out, and great ventilation. Cupholders feature, and there are armrests but they're hard plastic. The boot space is generous. With five seats up, there's 640 litres of cargo space in the T8 PHEV (680L in the B5 petrol), which is enough to easily swallow a heap of luggage. If you're running it as a seven-seater, there's still a handy 262L in the PHEV and 302L in the petrol. The PHEV misses out on a spare wheel, with just a tyre repair kit. The B5 model scores a space-saver spare and a bigger boot! To see how the Volvo XC90 lines up against the competition, check out our comparison tool The two models on offer here are vastly different, with the B5 being a mild-hybrid, while the T8 is a powerhouse plug-in hybrid. I spent a week driving the PHEV and wanted to see what was realistic in terms of EV driving and real-world efficiency. I recharged it twice over the week to see what EV range I'd get, and neither time did I get the stated figure. Instead, I saw 64km and 66km electric use? Well, don't go expecting that claimed 1.8L/100km figure to be realistic unless you're a magician. PHEV fuel consumption figures are largely misleading, and after I depleted the battery I saw 2.9L/100km for the first 100km. Then I did several hundred kays more to see what you'll get running it as a 'hybrid' in mixed driving, and the result was still impressive at 7.8L/100km. I think that's better than acceptable for a large SUV like this and reinforces that if you buy the PHEV, you really should plug it in every night to take advantage of the EV range on offer. To see how the Volvo XC90 lines up against the competition, check out our comparison tool What a delightful drive. There's really not that much to complain about when it comes to the driving experience in the Volvo XC90, so long as you're not hankering for a dynamic masterclass. It's not an enthusiast's car, but I'm thoroughly enthused by its clear focus on family comfort and controlled momentum. This is a refined, loveable, comfortable and safe-feeling family SUV, and that might be all you need to know. But drilling down on the components, the steering is relaxed and responsive, with an easy-to-judge feel to the weighting and response. There are two steering weight modes, if that matters. The air suspension has been revised with individual dampers "now able to adapt mechanically to current road conditions to optimise both comfort and stability – for a more confident and relaxed driving experience", according to Volvo. Bingo. You nailed it, team. The suspension is excellent in the top-spec PHEV, with a level of comfort and control that makes it an absolute charm to drive around town or at speed. I spent hours and hours on the highway with friends in this car, and they couldn't stop complimenting the ride comfort. And the powertrain? It's a lovely bit of kit, too. Whether you think 60-70km of EV range is enough in the modern era is probably going to be a consideration, but if you can work within those limits, it will be a terrific companion for your commutes. The EV driving character is silent and smooth with a strong level of urgency, and when you need it you've got the petrol engine to assist. Call it into action, and you'll be shocked that a seven-seat SUV weighing 2310kg – before you add bodies – can hustle quite so quickly. The urge is effortless, and even when you're using the petrol engine it's a pretty serene experience. I had no issues with the engine or transmission in hybrid mode, with smooth and smart shifts, and the transition between EV and HEV was almost imperceptible in most instances. There's regenerative braking to help recoup some energy to feed the battery, though brake pedal feel is probably the least enjoyable thing about the drive – it feels a bit wooden and unnatural, but you do get used to it. There's an abundance of safety tech included, such as a surround-view camera that makes parking easier than you'd expect, and thankfully the speed-sign recognition doesn't chime – meaning you can have a properly quiet and enjoyable experience. Honestly, if you want a luxury SUV experience with plug-in tech, this is the benchmark for this kind of money. To see how the Volvo XC90 lines up against the competition, check out our comparison tool With two grades on offer, there is a whole host of standard equipment for the money – and by stepping up to the top-end version you're getting a different powertrain, but also a heap of additional equipment. 2025 Volvo XC90 Ultra B5 Bright equipment highlights: XC90 Ultra T8 Plug-in Hybrid adds: To see how the Volvo XC90 lines up against the competition, check out our comparison tool Multiple options are available for the XC90 Ultra B5 Bright, almost all of which are standard on the Ultra T8 PHEV. The Lifestyle Pack ($5564) adds: Single-item options for the B5 Bright include: The only option available for the Ultra T8 PHEV is front seat massaging for $1184. To see how the Volvo XC90 lines up against the competition, check out our comparison tool The Volvo XC90's five-star ANCAP safety rating from 2015 has now expired, leaving it unrated for the time being. Standard safety equipment includes: To see how the Volvo XC90 lines up against the competition, check out our comparison tool Volvo Australia offers a five-year, unlimited-kilometre warranty for its models, and versions with EV or PHEV tech like this get an eight-year, 160,000km high-voltage battery warranty too. The brand includes five years of roadside assistance at no extra cost, but if you service within Volvo's network that can be extended out to eight years. The servicing intervals are decent at 12 months or 15,000km, whichever occurs first, and the brand offers two prepaid service plans that you can roll into your finance repayments – three years/45,000km of cover costs $2380, while five years/75,000km coverage is $3870. If you decide to move on from your XC90 and you've prepaid for maintenance or have extended roadside assistance, that can be passed on to the next owner. And there's connected services coverage as well, with your data covered for a period of time post-purchase. To see how the Volvo XC90 lines up against the competition, check out our comparison tool If someone told me to buy a seven-seat luxury SUV with a budget along these lines, the Volvo XC90 is what I'd buy. I'd go for the plug-in hybrid, too, because it will significantly improve your running costs, and it's a sweet execution of the technology too. This isn't the perfect SUV, but it's the closest thing to it for people who want a luxurious, comfortable and practical large SUV above all else. CarExpert can save you thousands on a new Volvo XC90. Click here to get a great Explore the Volvo XC90 showroom Content originally sourced from: XC90 Pros Volvo XC90 Cons The Volvo XC90 is here to stay, after we thought it was done and dusted amid the all-electric push from the Swedish brand at the tail-end of this decade. This is great news for customers in the market for a large seven-seat luxury SUV, because the XC90 remains one of the best in the class despite its advancing age. With a choice of mild-hybrid or plug-in hybrid powertrains, an abundance of luxury inside, wonderfully agreeable driving dynamics, and a striking new exterior design, the updated Volvo XC90 is definitely one for the shopping list. But is it worth the cash? Read on and find out. Prices for the updated XC90 have gone up a bit, but it's still one of the most affordable seven-seat large luxury SUVs on the market. The pricing of the PHEV is curious, as it plonks it between the two versions of the newer, fully-electric Volvo EX90, which is arguably one of the best alternatives to this car. To see how the Volvo XC90 lines up against the competition, check out our comparison tool Vastly different? No. But a familiar and fairly fabulous feeling cabin? You bet. There's an upgraded 11.2-inch infotainment touchscreen that retains the Android Automotive operating system with Google built-in, but for those who want to connect up their iPhone, there's cable-connect for CarPlay. The screen is the biggest consideration for new Volvo buyers, because some parts of it aren't quite second-nature to the uninitiated. You'll get used to it, but there are some menus hidden in menus, and the lack of buttons really does mean you have to. But once you're across the drive modes, hybrid settings, media controls, safety tech settings, and air-con all being done on-screen, you'll be right. There's a new 'home button', which is an on-screen control, and it's not as clever in this new version in terms of drop-down menus and swipe gestures – in my opinion. There is a climate bar at the bottom for fan and temp adjustments, as well as seat and steering wheel climate management. The driver can adjust the rear climate zones and seat heating if needed, too. There's also a digital driver's info screen which isn't as configurable as some people might want, but it offers the info you need at a glance. Furthermore, the head-up display is a delight, because it shows your speed and the speed zone that it thinks you're in, too. There are some physical buttons that remain – demisters, tuning/skip buttons and a volume dial with play/pause, as well as a glovebox opening button. The Orrefors crystal gear selector is an interesting touch. All of my passengers commented on it! It isn't vastly different from its predecessor in other ways, with lovely comfortable seats trimmed in Nappa leather, and a quality feel to the materials for the most part. The neoprene-style finish on the door cards is a bit 'less than luxury'. But Volvo claims to have added more sound insulation to make it quieter and more premium, and that's evident in the driving experience. Storage is good, with a pair of cupholders between the front seats, bottle holders in the doors, a covered small centre console area with armrest, and a wireless phone charger. Second row space is generous, but not exceptional for a car in this class. The second row slides in a 60:40 split to allow a bit more space, and the seatbacks recline fore and aft individually, too. I had enough space to fit in behind my own driving position at 182cm/6'0" tall, and with the seat adjusted a smidge forward from its rearmost spot, I could fit into the third row too. Before we get there though, the second row has a host of features worth pointing out. There are directional air-vents at knee height and in the B-pillars, as well as a climate control screen with two zones of temperature control and seat heating buttons. Middle-row riders get USB-C ports, mesh map pockets, bottle holders in the doors, a flip-down armrest, 40:20:40 backrest folding, and there's even a middle-seat booster system for kiddos. Otherwise you've got ISOFIX child seat anchor points and three top-tethers for the middle row. In the third row, which is accessible via tilt-slide seats, there are no child seat attachment points, and that could be a deal-breaker for bigger families. But the accommodation in the third-row is surprisingly roomy, with adult-friendly space, a good view out, and great ventilation. Cupholders feature, and there are armrests but they're hard plastic. The boot space is generous. With five seats up, there's 640 litres of cargo space in the T8 PHEV (680L in the B5 petrol), which is enough to easily swallow a heap of luggage. If you're running it as a seven-seater, there's still a handy 262L in the PHEV and 302L in the petrol. The PHEV misses out on a spare wheel, with just a tyre repair kit. The B5 model scores a space-saver spare and a bigger boot! To see how the Volvo XC90 lines up against the competition, check out our comparison tool The two models on offer here are vastly different, with the B5 being a mild-hybrid, while the T8 is a powerhouse plug-in hybrid. I spent a week driving the PHEV and wanted to see what was realistic in terms of EV driving and real-world efficiency. I recharged it twice over the week to see what EV range I'd get, and neither time did I get the stated figure. Instead, I saw 64km and 66km electric use? Well, don't go expecting that claimed 1.8L/100km figure to be realistic unless you're a magician. PHEV fuel consumption figures are largely misleading, and after I depleted the battery I saw 2.9L/100km for the first 100km. Then I did several hundred kays more to see what you'll get running it as a 'hybrid' in mixed driving, and the result was still impressive at 7.8L/100km. I think that's better than acceptable for a large SUV like this and reinforces that if you buy the PHEV, you really should plug it in every night to take advantage of the EV range on offer. To see how the Volvo XC90 lines up against the competition, check out our comparison tool What a delightful drive. There's really not that much to complain about when it comes to the driving experience in the Volvo XC90, so long as you're not hankering for a dynamic masterclass. It's not an enthusiast's car, but I'm thoroughly enthused by its clear focus on family comfort and controlled momentum. This is a refined, loveable, comfortable and safe-feeling family SUV, and that might be all you need to know. But drilling down on the components, the steering is relaxed and responsive, with an easy-to-judge feel to the weighting and response. There are two steering weight modes, if that matters. The air suspension has been revised with individual dampers "now able to adapt mechanically to current road conditions to optimise both comfort and stability – for a more confident and relaxed driving experience", according to Volvo. Bingo. You nailed it, team. The suspension is excellent in the top-spec PHEV, with a level of comfort and control that makes it an absolute charm to drive around town or at speed. I spent hours and hours on the highway with friends in this car, and they couldn't stop complimenting the ride comfort. And the powertrain? It's a lovely bit of kit, too. Whether you think 60-70km of EV range is enough in the modern era is probably going to be a consideration, but if you can work within those limits, it will be a terrific companion for your commutes. The EV driving character is silent and smooth with a strong level of urgency, and when you need it you've got the petrol engine to assist. Call it into action, and you'll be shocked that a seven-seat SUV weighing 2310kg – before you add bodies – can hustle quite so quickly. The urge is effortless, and even when you're using the petrol engine it's a pretty serene experience. I had no issues with the engine or transmission in hybrid mode, with smooth and smart shifts, and the transition between EV and HEV was almost imperceptible in most instances. There's regenerative braking to help recoup some energy to feed the battery, though brake pedal feel is probably the least enjoyable thing about the drive – it feels a bit wooden and unnatural, but you do get used to it. There's an abundance of safety tech included, such as a surround-view camera that makes parking easier than you'd expect, and thankfully the speed-sign recognition doesn't chime – meaning you can have a properly quiet and enjoyable experience. Honestly, if you want a luxury SUV experience with plug-in tech, this is the benchmark for this kind of money. To see how the Volvo XC90 lines up against the competition, check out our comparison tool With two grades on offer, there is a whole host of standard equipment for the money – and by stepping up to the top-end version you're getting a different powertrain, but also a heap of additional equipment. 2025 Volvo XC90 Ultra B5 Bright equipment highlights: XC90 Ultra T8 Plug-in Hybrid adds: To see how the Volvo XC90 lines up against the competition, check out our comparison tool Multiple options are available for the XC90 Ultra B5 Bright, almost all of which are standard on the Ultra T8 PHEV. The Lifestyle Pack ($5564) adds: Single-item options for the B5 Bright include: The only option available for the Ultra T8 PHEV is front seat massaging for $1184. To see how the Volvo XC90 lines up against the competition, check out our comparison tool The Volvo XC90's five-star ANCAP safety rating from 2015 has now expired, leaving it unrated for the time being. Standard safety equipment includes: To see how the Volvo XC90 lines up against the competition, check out our comparison tool Volvo Australia offers a five-year, unlimited-kilometre warranty for its models, and versions with EV or PHEV tech like this get an eight-year, 160,000km high-voltage battery warranty too. The brand includes five years of roadside assistance at no extra cost, but if you service within Volvo's network that can be extended out to eight years. The servicing intervals are decent at 12 months or 15,000km, whichever occurs first, and the brand offers two prepaid service plans that you can roll into your finance repayments – three years/45,000km of cover costs $2380, while five years/75,000km coverage is $3870. If you decide to move on from your XC90 and you've prepaid for maintenance or have extended roadside assistance, that can be passed on to the next owner. And there's connected services coverage as well, with your data covered for a period of time post-purchase. To see how the Volvo XC90 lines up against the competition, check out our comparison tool If someone told me to buy a seven-seat luxury SUV with a budget along these lines, the Volvo XC90 is what I'd buy. I'd go for the plug-in hybrid, too, because it will significantly improve your running costs, and it's a sweet execution of the technology too. This isn't the perfect SUV, but it's the closest thing to it for people who want a luxurious, comfortable and practical large SUV above all else. CarExpert can save you thousands on a new Volvo XC90. Click here to get a great Explore the Volvo XC90 showroom Content originally sourced from: XC90 Pros Volvo XC90 Cons The Volvo XC90 is here to stay, after we thought it was done and dusted amid the all-electric push from the Swedish brand at the tail-end of this decade. This is great news for customers in the market for a large seven-seat luxury SUV, because the XC90 remains one of the best in the class despite its advancing age. With a choice of mild-hybrid or plug-in hybrid powertrains, an abundance of luxury inside, wonderfully agreeable driving dynamics, and a striking new exterior design, the updated Volvo XC90 is definitely one for the shopping list. But is it worth the cash? Read on and find out. Prices for the updated XC90 have gone up a bit, but it's still one of the most affordable seven-seat large luxury SUVs on the market. The pricing of the PHEV is curious, as it plonks it between the two versions of the newer, fully-electric Volvo EX90, which is arguably one of the best alternatives to this car. To see how the Volvo XC90 lines up against the competition, check out our comparison tool Vastly different? No. But a familiar and fairly fabulous feeling cabin? You bet. There's an upgraded 11.2-inch infotainment touchscreen that retains the Android Automotive operating system with Google built-in, but for those who want to connect up their iPhone, there's cable-connect for CarPlay. The screen is the biggest consideration for new Volvo buyers, because some parts of it aren't quite second-nature to the uninitiated. You'll get used to it, but there are some menus hidden in menus, and the lack of buttons really does mean you have to. But once you're across the drive modes, hybrid settings, media controls, safety tech settings, and air-con all being done on-screen, you'll be right. There's a new 'home button', which is an on-screen control, and it's not as clever in this new version in terms of drop-down menus and swipe gestures – in my opinion. There is a climate bar at the bottom for fan and temp adjustments, as well as seat and steering wheel climate management. The driver can adjust the rear climate zones and seat heating if needed, too. There's also a digital driver's info screen which isn't as configurable as some people might want, but it offers the info you need at a glance. Furthermore, the head-up display is a delight, because it shows your speed and the speed zone that it thinks you're in, too. There are some physical buttons that remain – demisters, tuning/skip buttons and a volume dial with play/pause, as well as a glovebox opening button. The Orrefors crystal gear selector is an interesting touch. All of my passengers commented on it! It isn't vastly different from its predecessor in other ways, with lovely comfortable seats trimmed in Nappa leather, and a quality feel to the materials for the most part. The neoprene-style finish on the door cards is a bit 'less than luxury'. But Volvo claims to have added more sound insulation to make it quieter and more premium, and that's evident in the driving experience. Storage is good, with a pair of cupholders between the front seats, bottle holders in the doors, a covered small centre console area with armrest, and a wireless phone charger. Second row space is generous, but not exceptional for a car in this class. The second row slides in a 60:40 split to allow a bit more space, and the seatbacks recline fore and aft individually, too. I had enough space to fit in behind my own driving position at 182cm/6'0" tall, and with the seat adjusted a smidge forward from its rearmost spot, I could fit into the third row too. Before we get there though, the second row has a host of features worth pointing out. There are directional air-vents at knee height and in the B-pillars, as well as a climate control screen with two zones of temperature control and seat heating buttons. Middle-row riders get USB-C ports, mesh map pockets, bottle holders in the doors, a flip-down armrest, 40:20:40 backrest folding, and there's even a middle-seat booster system for kiddos. Otherwise you've got ISOFIX child seat anchor points and three top-tethers for the middle row. In the third row, which is accessible via tilt-slide seats, there are no child seat attachment points, and that could be a deal-breaker for bigger families. But the accommodation in the third-row is surprisingly roomy, with adult-friendly space, a good view out, and great ventilation. Cupholders feature, and there are armrests but they're hard plastic. The boot space is generous. With five seats up, there's 640 litres of cargo space in the T8 PHEV (680L in the B5 petrol), which is enough to easily swallow a heap of luggage. If you're running it as a seven-seater, there's still a handy 262L in the PHEV and 302L in the petrol. The PHEV misses out on a spare wheel, with just a tyre repair kit. The B5 model scores a space-saver spare and a bigger boot! To see how the Volvo XC90 lines up against the competition, check out our comparison tool The two models on offer here are vastly different, with the B5 being a mild-hybrid, while the T8 is a powerhouse plug-in hybrid. I spent a week driving the PHEV and wanted to see what was realistic in terms of EV driving and real-world efficiency. I recharged it twice over the week to see what EV range I'd get, and neither time did I get the stated figure. Instead, I saw 64km and 66km electric use? Well, don't go expecting that claimed 1.8L/100km figure to be realistic unless you're a magician. PHEV fuel consumption figures are largely misleading, and after I depleted the battery I saw 2.9L/100km for the first 100km. Then I did several hundred kays more to see what you'll get running it as a 'hybrid' in mixed driving, and the result was still impressive at 7.8L/100km. I think that's better than acceptable for a large SUV like this and reinforces that if you buy the PHEV, you really should plug it in every night to take advantage of the EV range on offer. To see how the Volvo XC90 lines up against the competition, check out our comparison tool What a delightful drive. There's really not that much to complain about when it comes to the driving experience in the Volvo XC90, so long as you're not hankering for a dynamic masterclass. It's not an enthusiast's car, but I'm thoroughly enthused by its clear focus on family comfort and controlled momentum. This is a refined, loveable, comfortable and safe-feeling family SUV, and that might be all you need to know. But drilling down on the components, the steering is relaxed and responsive, with an easy-to-judge feel to the weighting and response. There are two steering weight modes, if that matters. The air suspension has been revised with individual dampers "now able to adapt mechanically to current road conditions to optimise both comfort and stability – for a more confident and relaxed driving experience", according to Volvo. Bingo. You nailed it, team. The suspension is excellent in the top-spec PHEV, with a level of comfort and control that makes it an absolute charm to drive around town or at speed. I spent hours and hours on the highway with friends in this car, and they couldn't stop complimenting the ride comfort. And the powertrain? It's a lovely bit of kit, too. Whether you think 60-70km of EV range is enough in the modern era is probably going to be a consideration, but if you can work within those limits, it will be a terrific companion for your commutes. The EV driving character is silent and smooth with a strong level of urgency, and when you need it you've got the petrol engine to assist. Call it into action, and you'll be shocked that a seven-seat SUV weighing 2310kg – before you add bodies – can hustle quite so quickly. The urge is effortless, and even when you're using the petrol engine it's a pretty serene experience. I had no issues with the engine or transmission in hybrid mode, with smooth and smart shifts, and the transition between EV and HEV was almost imperceptible in most instances. There's regenerative braking to help recoup some energy to feed the battery, though brake pedal feel is probably the least enjoyable thing about the drive – it feels a bit wooden and unnatural, but you do get used to it. There's an abundance of safety tech included, such as a surround-view camera that makes parking easier than you'd expect, and thankfully the speed-sign recognition doesn't chime – meaning you can have a properly quiet and enjoyable experience. Honestly, if you want a luxury SUV experience with plug-in tech, this is the benchmark for this kind of money. To see how the Volvo XC90 lines up against the competition, check out our comparison tool With two grades on offer, there is a whole host of standard equipment for the money – and by stepping up to the top-end version you're getting a different powertrain, but also a heap of additional equipment. 2025 Volvo XC90 Ultra B5 Bright equipment highlights: XC90 Ultra T8 Plug-in Hybrid adds: To see how the Volvo XC90 lines up against the competition, check out our comparison tool Multiple options are available for the XC90 Ultra B5 Bright, almost all of which are standard on the Ultra T8 PHEV. The Lifestyle Pack ($5564) adds: Single-item options for the B5 Bright include: The only option available for the Ultra T8 PHEV is front seat massaging for $1184. To see how the Volvo XC90 lines up against the competition, check out our comparison tool The Volvo XC90's five-star ANCAP safety rating from 2015 has now expired, leaving it unrated for the time being. Standard safety equipment includes: To see how the Volvo XC90 lines up against the competition, check out our comparison tool Volvo Australia offers a five-year, unlimited-kilometre warranty for its models, and versions with EV or PHEV tech like this get an eight-year, 160,000km high-voltage battery warranty too. The brand includes five years of roadside assistance at no extra cost, but if you service within Volvo's network that can be extended out to eight years. The servicing intervals are decent at 12 months or 15,000km, whichever occurs first, and the brand offers two prepaid service plans that you can roll into your finance repayments – three years/45,000km of cover costs $2380, while five years/75,000km coverage is $3870. If you decide to move on from your XC90 and you've prepaid for maintenance or have extended roadside assistance, that can be passed on to the next owner. And there's connected services coverage as well, with your data covered for a period of time post-purchase. To see how the Volvo XC90 lines up against the competition, check out our comparison tool If someone told me to buy a seven-seat luxury SUV with a budget along these lines, the Volvo XC90 is what I'd buy. I'd go for the plug-in hybrid, too, because it will significantly improve your running costs, and it's a sweet execution of the technology too. This isn't the perfect SUV, but it's the closest thing to it for people who want a luxurious, comfortable and practical large SUV above all else. CarExpert can save you thousands on a new Volvo XC90. Click here to get a great Explore the Volvo XC90 showroom Content originally sourced from:
The Age
2 days ago
- The Age
Friend or foe? The AI bloodletting has begun in Australia
Telstra boss Vicki Brady, though less vocal on the company's AI developments at this week's results, was similarly forthright at its recent strategy day. 'We see lots of potential across those areas … customer engagement, how we operate and manage our network, how we develop software and manage our IT environment, how it supports back of office for us where you tend to have manual processes.' While it sounds like a great opportunity for Australian business, it sounds rather alarming when viewed from the vantage of their employees. After all, both are relatively low-growth businesses investing heavily in AI. Will this investment pay off by boosting worker productivity, or by replacing them? 'CBA publicly preaches productivity and innovation while quietly eroding local jobs. This hypocrisy cannot go unchallenged,' Finance Sector Union national secretary Julia Angrisano said after the bank's record $10 billion profit this week. The Australian Council of Trade Unions has demanded that employers guarantee workers' job security before introducing artificial intelligence to protect against jobs carnage. Local academics used research by the International Labour Organisation to translate its findings on AI job losses to Australia. They came up with a startling forecast of Australia's AI future in 2050: 32 per cent of current jobs in Australia could be done by AI. 'But that doesn't mean 32 per cent of people will lose their jobs overnight,' Victoria University academics Janine Dixon and James Lennox said in a report posted to The Conversation last week. 'It will take time for AI capabilities to be installed, giving people time to train for alternative careers. Much of the impact is likely to be years away.' This timeframe gives AI a lot of time to move beyond relatively low-level tasks, like replacing basic call centre work, to replacing white-collar jobs – like the software developers who make it. Loading So what does Atlassian co-founder Mike Cannon-Brookes think the impact will be of the AI transformation on the company he built alongside Farquhar? It is in a frenzy of AI upgrades of its own products and surely looking at the productivity benefits. Cannon-Brookes sees a bright future despite AI's coding adeptness. It appears that the famously prescient 2011 claim by US billionaire venture capitalist Marc Andreessen that 'software is eating the world' still holds. 'Do I think there will be far less developers in the world five years from now? No, I don't think so,' Cannon-Brookes told investors on the company's earnings conference call last week. 'And yes, we're still hiring lots of engineers and developers with the growth of the business.' Cannon-Brookes' argument is simple: the world will need far more software and AI means it will be cheaper and easier to extend its development beyond corporate tech teams to the actual business itself. 'Whether they're in finance or HR or marketing, there's going to be a lot more people creating software,' he says. Mind you, Atlassian has a lot riding on this version of the future. Its business is literally built on managing the workflows and projects for this sort of development. The Farquhar and Cannon-Brookes fortunes will rapidly dwindle if this development can be done by an AI bot instead of teams of employees. But even AI's transformation of low-level customer work – like call centres – is not necessarily seen as a bad thing for local jobs. It could represent a boon for our country, says KPMG's chief digital officer John Munnelly. 'A lot of the stuff that AI is improving is the tasks we used to offshore, like call centre work,' he says. 'There's a really great opportunity for the Australian economy with AI' KPMG's chief digital officer John Munnelly The productivity dividend that Farquhar mentioned could actually make a lot more of this work viable here. 'There's a really great opportunity for the Australian economy with AI,' Munnelly says. Loading But the interesting stuff is already happening further up the wage chain – like KPMG's new AI tax tool that allows its executives to vastly accelerate the delivery of first-draft advice to clients. 'What used to take us two weeks to go and prepare – if a client's in the middle of a deal – now we can literally get it out the door in a day,' Munnelly says. It was left to KPMG chief executive Andrew Yates to address the conundrum this poses. What will this KPMG employee do with the nine days that would have previously been spent on this work? 'I think our current hypothesis is that what we do will change. But AI and the technology we've got will generate so much more data that our work will change from collating that data to really assessing, analysing, presenting, interpreting much more data than is currently available,' he says. 'There will be a real need for that insight and technical understanding of all the data that's produced.' As for the analysts trying to make sense of the AI talk which is starting to creep into earnings season speeches and rising costs, there is a more prosaic question. 'Companies have been keen to point out their investments in AI, but when will we see it translate to the bottom line?' asked UBS strategist Richard Schellback. Even Comyn, who packed more than a dozen AI references into his introduction to the bank's full-year results, came up with a cautious answer. He foresees a more effective workforce, producing higher quality work with both revenue and cost out opportunities. But he does not expect this to come easily. 'You can imagine that there are some much more efficient ways of delivering some of the things we currently do. But I do think that's going to take some time, like some years to work through some of the accuracy and quality that's required.'
Sydney Morning Herald
2 days ago
- Sydney Morning Herald
Friend or foe? The AI bloodletting has begun in Australia
Telstra boss Vicki Brady, though less vocal on the company's AI developments at this week's results, was similarly forthright at its recent strategy day. 'We see lots of potential across those areas … customer engagement, how we operate and manage our network, how we develop software and manage our IT environment, how it supports back of office for us where you tend to have manual processes.' While it sounds like a great opportunity for Australian business, it sounds rather alarming when viewed from the vantage of their employees. After all, both are relatively low-growth businesses investing heavily in AI. Will this investment pay off by boosting worker productivity, or by replacing them? 'CBA publicly preaches productivity and innovation while quietly eroding local jobs. This hypocrisy cannot go unchallenged,' Finance Sector Union national secretary Julia Angrisano said after the bank's record $10 billion profit this week. The Australian Council of Trade Unions has demanded that employers guarantee workers' job security before introducing artificial intelligence to protect against jobs carnage. Local academics used research by the International Labour Organisation to translate its findings on AI job losses to Australia. They came up with a startling forecast of Australia's AI future in 2050: 32 per cent of current jobs in Australia could be done by AI. 'But that doesn't mean 32 per cent of people will lose their jobs overnight,' Victoria University academics Janine Dixon and James Lennox said in a report posted to The Conversation last week. 'It will take time for AI capabilities to be installed, giving people time to train for alternative careers. Much of the impact is likely to be years away.' This timeframe gives AI a lot of time to move beyond relatively low-level tasks, like replacing basic call centre work, to replacing white-collar jobs – like the software developers who make it. Loading So what does Atlassian co-founder Mike Cannon-Brookes think the impact will be of the AI transformation on the company he built alongside Farquhar? It is in a frenzy of AI upgrades of its own products and surely looking at the productivity benefits. Cannon-Brookes sees a bright future despite AI's coding adeptness. It appears that the famously prescient 2011 claim by US billionaire venture capitalist Marc Andreessen that 'software is eating the world' still holds. 'Do I think there will be far less developers in the world five years from now? No, I don't think so,' Cannon-Brookes told investors on the company's earnings conference call last week. 'And yes, we're still hiring lots of engineers and developers with the growth of the business.' Cannon-Brookes' argument is simple: the world will need far more software and AI means it will be cheaper and easier to extend its development beyond corporate tech teams to the actual business itself. 'Whether they're in finance or HR or marketing, there's going to be a lot more people creating software,' he says. Mind you, Atlassian has a lot riding on this version of the future. Its business is literally built on managing the workflows and projects for this sort of development. The Farquhar and Cannon-Brookes fortunes will rapidly dwindle if this development can be done by an AI bot instead of teams of employees. But even AI's transformation of low-level customer work – like call centres – is not necessarily seen as a bad thing for local jobs. It could represent a boon for our country, says KPMG's chief digital officer John Munnelly. 'A lot of the stuff that AI is improving is the tasks we used to offshore, like call centre work,' he says. 'There's a really great opportunity for the Australian economy with AI' KPMG's chief digital officer John Munnelly The productivity dividend that Farquhar mentioned could actually make a lot more of this work viable here. 'There's a really great opportunity for the Australian economy with AI,' Munnelly says. Loading But the interesting stuff is already happening further up the wage chain – like KPMG's new AI tax tool that allows its executives to vastly accelerate the delivery of first-draft advice to clients. 'What used to take us two weeks to go and prepare – if a client's in the middle of a deal – now we can literally get it out the door in a day,' Munnelly says. It was left to KPMG chief executive Andrew Yates to address the conundrum this poses. What will this KPMG employee do with the nine days that would have previously been spent on this work? 'I think our current hypothesis is that what we do will change. But AI and the technology we've got will generate so much more data that our work will change from collating that data to really assessing, analysing, presenting, interpreting much more data than is currently available,' he says. 'There will be a real need for that insight and technical understanding of all the data that's produced.' As for the analysts trying to make sense of the AI talk which is starting to creep into earnings season speeches and rising costs, there is a more prosaic question. 'Companies have been keen to point out their investments in AI, but when will we see it translate to the bottom line?' asked UBS strategist Richard Schellback. Even Comyn, who packed more than a dozen AI references into his introduction to the bank's full-year results, came up with a cautious answer. He foresees a more effective workforce, producing higher quality work with both revenue and cost out opportunities. But he does not expect this to come easily. 'You can imagine that there are some much more efficient ways of delivering some of the things we currently do. But I do think that's going to take some time, like some years to work through some of the accuracy and quality that's required.'
