2027 Electric SUVs: Volvo EX60, Porsche Cayenne & EV Tech
Explore 2027 electric SUVs like the Volvo EX60 and Porsche Cayenne, plus key EV tech advances and ownership insights.
The shift is toward usable electric SUVs, not merely quicker ones
The electric-SUV market is moving upmarket and becoming more practical at the same time. The evidence is not one manufacturer claiming a breakthrough. Volvo, Porsche, charging operators and battery makers are all addressing the awkward parts of EV ownership.
Volvo’s EX60 is aimed squarely at the middle of the premium family-SUV market, where an XC60 buyer might once have chosen diesel, plug-in hybrid or petrol. Porsche’s Cayenne Electric takes the opposite route, using electrification to make an already expensive luxury SUV even more technical.
Meanwhile, public charging is becoming less dependent on the dramatic roadside fast-charger stop. Oslo’s network, reported by InsideEVs, is built principally around lower-power plugs where people already leave their cars, which is a much more convincing ownership model.
Battery development is also broadening beyond the familiar nickel-rich lithium-ion formula. That matters, but it is important not to confuse a good laboratory graph with a battery pack that can be ordered in a production SUV.
I have not driven, charged or lived with either the Volvo EX60 or Porsche Cayenne Electric. The useful question is therefore not whether either feels impressive on a launch route, but what their design choices may mean after three winters, several sets of tyres and 60,000 miles.
Volvo EX60: the mainstream premium EV is getting more complete
The 2027 Volvo EX60 starts at $58,400 before Volvo’s $1,395 destination fee in P6 Plus form, or $59,795 including that mandatory charge. The P6 Plus suits the buyer who wants the entry point and does not need all-wheel drive. [1]
The Volvo EX60 P6 Ultra costs $65,000 before destination, or $66,395 including it. It suits someone who values the higher equipment level, but Volvo has not published a useful universal answer on how much a realistically optioned car will cost.
The Volvo EX60 P10 AWD Plus starts at $60,750 before destination, or $62,145 with destination. It is the sensible choice for drivers in snowy regions, those towing occasionally, or anybody who values all-wheel-drive traction more than the lowest sticker price. [1]
The Volvo EX60 P10 AWD Ultra starts at $67,350 before destination, or $68,745 including destination. It suits the buyer who wants the all-wheel-drive drivetrain and the fuller equipment package, although it is still not a complete drive-away figure. [1]
Those figures exclude sales tax, registration, insurance, finance charges and options. They also do not tell us what tyres, accident repairs, a replacement key or a damaged panoramic roof will cost, which are the bills that separate pleasant ownership from a cheap lease payment.
Carwow’s first look at the EX60 identified a useful theme: Volvo has put effort into family practicality. The boot includes marked dimensions and configurable floor sections, while the rear seat appears properly usable rather than a battery-raised perch with knees under the chin.
That is progress, but there are warning signs familiar to anyone who has kept a modern car past warranty. Carwow found that many functions live in the central screen, including tasks that ought to be immediate, and criticised the car’s inconsistent speed-limit recognition.
The same report flagged a rechargeable digital key with a small battery, plus concealed exterior door operation that may be worth watching in a freezing climate. Neither is a proven failure point yet, but both are exactly the sort of minor electronic dependency that can irritate for years.
Volvo’s 800-volt electrical architecture and high claimed DC charging rate are meaningful advances. They can shorten a stop when a compatible high-power charger is working, but they do not guarantee that every journey will reproduce the brochure charging curve or range claim.
The EX60 is therefore interesting not because it promises sports-car acceleration, but because it attempts to make an EV work as the household’s only car. At 60,000 miles, owners will care more about software stability, suspension durability, tyre wear and cabin usability.
Porsche Cayenne Electric: engineering excess has a buyer
Porsche’s base Cayenne Electric starts at $109,000, while the Cayenne S Electric starts at $126,300, both before destination, taxes and options. [3] Those are already substantial figures, but Porsche options can make the final invoice much less restrained.
The base Cayenne Electric suits a buyer who wants Porsche’s luxury-SUV format and electric refinement without chasing the most elaborate chassis hardware. The Cayenne S Electric suits someone who genuinely values the additional performance and available dynamic equipment, rather than merely the badge.
Savagegeese’s US launch assessment makes the Cayenne’s direction clear. Porsche has retained all-wheel drive across the range, used a battery pack of more than 110 kWh, and concentrated heavily on suspension calibration, rear-motor design and selectable chassis technology.
The channel found the standard adaptive air suspension remarkably compliant, which matters more than the four-figure horsepower figure on imperfect roads. It also found the more elaborate active system most noticeable on large impacts, body movement and hard use, not ordinary motorway miles.
The Porsche Cayenne Turbo Electric also appears in Savagegeese’s report, with more than 800 horsepower and over 1,000 in overboost mode. Porsche had not provided a price in the supplied research, so it would be dishonest to invent one or pretend it belongs in a normal comparison.
There is a useful ownership lesson here. The Cayenne’s active ride suspension, rear steering and torque-vectoring differential may be excellent systems, but they also add expensive hardware to a nearly 6,000-pound SUV. That is not an argument against them, merely a reason to order deliberately.
A base car on standard air suspension may be the better long-term proposition for a driver who mainly covers distance. The S and Turbo hardware makes more sense for someone who will actually use mountain roads, track-style driving modes or repeated heavy-duty towing.
Porsche’s own finance offers broadly cover 24 to 72 months, but detailed Cayenne Electric finance terms were not publicly available as of August 2026. Any example lease payment is indicative, not model-specific, so buyers need a dealer quote rather than a monthly-payment headline.
Depreciation is another unknown. There is no credible two- or three-year resale data for either electric SUV. iSeeCars estimates that an internal-combustion Porsche Cayenne depreciates about 17.3 percent over three years, but applying that figure to the electric version would be speculation. [4]
Charging is becoming an everyday amenity
The infrastructure story is better than the tired claim that public charging is impossible, but it remains geographically uneven. The US now has more than 250,000 public charging ports, including more than 73,000 DC fast-charging ports and roughly 180,000 Level 2 AC ports.
That sounds healthy until a route leaves a major metropolitan area. Only 12 percent of rural interstate corridors have DC fast charging, according to the research brief. A fast SUV does not solve that problem when the next working charger is 90 miles away.
Oslo provides a more useful model than a charging-station arms race. Statistics Norway counted 4,519 public charging points in Oslo at the end of 2025, and 3,532 of them, about 78 percent, supplied between 3.6 and 43 kW. [InsideEVs]
That city had 120,469 electric cars among 246,809 passenger cars, an EV share of 48.8 percent. Yet its system depends heavily on slow AC points at places drivers already park, rather than making every owner detour to rapid chargers. [InsideEVs]
A 6-kW AC point can add roughly 36 kWh over six hours, enough for more than 100 miles in many EVs, according to InsideEVs’ account of Oslo. That is not exciting, but it is precisely what makes day-to-day EV ownership uneventful.
For an American buyer planning an EV project, the first question should be where the car sleeps. A reliable home or workplace charge point normally matters more than the peak charging number printed in a brochure, particularly for a heavy electric SUV.
The expired federal charger credit makes the arithmetic less favourable than it was. Installation costs vary sharply with panel capacity, cable run, trenching, permit requirements and local labour, so a quoted wallbox price is only a small part of the actual project. [5]
Battery breakthroughs need a calendar, not just a headline
Pure Lithium’s recent lithium-metal LFP cell result is intriguing. The Chicago startup says it completed 9,315 charge-discharge cycles at a 1C rate, and claims nearly unchanged discharge capacity after that test. [InsideEVs]
It is also worth noting what that claim does not establish. The test was not continuous, temperature control was imperfect early on, and testing paused for four months around the company’s relocation. More importantly, the cell is not commercially ready as of August 2026.
Pure Lithium has no announced production timetable, automotive partner or confirmed EV integration. It may eventually reduce graphite dependence and improve energy density, but it should not influence a 2026 or 2027 SUV purchase decision.
Other approaches have clearer, though still ambitious, routes to market. GM and LG Energy Solution plan pre-production lithium manganese-rich prismatic cells for electric trucks and SUVs by late 2027, followed by full production in 2028. [8]
Toyota is targeting mass production of solid-state EV batteries by 2027, though that target should be treated as a manufacturer plan rather than a guarantee. Industry observers cited by TechRadar rightly note that scaling solid-state cells remains difficult. [6]
CATL has already commercialised sodium-ion batteries in the Changan Nevo A06 EV, with cold-weather performance as a notable attraction. That matters because not every EV advance is about maximum range, some are about cost, supply resilience and winter usability.
The practical implication is simple. Today’s buyer should choose an EV on present range, charging access, warranty terms and expected running costs. Battery chemistry may improve quickly, but there is no evidence that waiting one model year guarantees a cheaper, lighter or longer-lived pack.
Frequently Asked Questions
What are the key features of the 2027 Volvo EX60 electric SUV?
The 2027 Volvo EX60 targets the middle of the premium family-SUV market with sensible pricing starting at $59,795 including destination for the P6 Plus model. It offers all-wheel drive options for snowy regions or towing needs, an 800-volt electrical architecture for faster charging, and a practical interior with configurable boot space and usable rear seats. However, some controls rely heavily on the central screen, and features like digital keys and concealed door handles may pose minor long-term usability concerns.
How does the Porsche Cayenne Electric compare in performance and price?
The Porsche Cayenne Electric is positioned as a high-end luxury SUV emphasizing performance and refinement rather than value. Its base model starts at $109,000, with the Cayenne S Electric at $126,300, significantly more expensive than the Volvo EX60. It is designed for buyers prioritizing technical sophistication and driving experience over mainstream family utility.
What should buyers know about owning an electric SUV in 2027?
Owners should plan charging around where the vehicle is parked for extended periods, such as at home or work, as this is more important for daily convenience than relying solely on fast public chargers. Budgeting for home charging infrastructure is essential, especially since the 30% federal tax credit for home chargers expired in mid-2026. Additionally, long-term ownership costs will involve considerations beyond sticker price, including software updates, suspension durability, and potential electronic quirks.
What advances in EV battery technology are expected soon?
Near-term battery advancements include GM and LG Energy Solution’s lithium manganese-rich (LMR) cells expected in pre-production by late 2027, Toyota’s plan for mass production of solid-state batteries by 2027, and CATL’s commercial sodium-ion batteries noted for cold-weather performance. However, lithium-metal batteries like those from Pure Lithium are not commercially ready and have no announced timelines for integration into electric SUVs.
How important is home and workplace charging for electric SUV owners?
Home and workplace charging with plentiful AC charging ports is crucial for practical EV ownership, as seen in Oslo’s experience. These locations enable convenient charging during long parking periods, reducing dependence on fast roadside chargers and improving the overall ownership experience.
How we researched this
This article was assembled from 2 video sources across 2 channels, 3 published articles, 8 cited references.
Nothing here is based on hands-on testing. Where a figure or finding appears, it belongs to the source cited beside it, and the writing says so rather than implying otherwise. Every source is listed below so you can check it.
Sources
Porsche Cayenne Electric | Necessary Excess — savagegeese
So Fancy: 1964 Jeep CJ-5A Tuxedo Park on Bring a Trailer — Car and Driver
The World’s EV Capital Doesn’t Need Fast Chargers Everywhere — InsideEVs
This American Battery Could Break China’s Grip On The EV Supply Chain — InsideEVs
Volvo’s New EX60 Lands In America $3,100 Under BMW’s iX3 | Carscoops
Porsche Cayenne Resale Value and Depreciation - iSeeCars.com
GM and LG Energy Solution to pioneer LMR battery cell technology | General Motors
Watch Electric SUVs and EV Technology Advances on Youtube
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