The XC40 is a vertical and solid SUV instead of pretending to be too hard to be a car-like crossover. Volvo has done something very distinctive here. This is due to the fact that the values of an SUV correspond to many of the Volvo values. It is a comfortable disc that transmits a sense of security for all weather. It keeps you calm instead of prompting you to corner vigorously, but if you insist on it anyway, it won’t shatter.
The cockpit is extremely well organized and practical, with some practical storage ideas that really work. It is also spacious and well done, with beautiful materials. The only weakness is the engines: they are not so refined, and the rivals have some better performance commitments in the economy.
Price : £28,050 – £37,900
The cockpit is a bit improved compared to the Nordic calm of the larger Volvos. The ventilation grates stand out from the board on small oblong gondolas, and the board’s lining strips are scalloped off the main surface. They are also illuminated at the top and come in cast aluminum in gypsum board as an alternative to the natural wood Matt Birch Forest.
Instead of covering the doors completely on faux leather or faux fur, Volvo wraps a main section of the inside of the XC40 door in a fuzzy material that combines with color and carpet. Refreshingly bold or disgustingly pale? We think about it first.
All versions have a screen connected in the center of the same size board with a fully-aware traffic navigation and a full TFT controller screen. This is the type of kit that rival premium manufacturers always show in their ads (and fit their press test cars) but actually charge extra for. The same applies to the LED headlights and 18-inch wheels.
As always with the Volvo touch screen system, it has good graphics and understandable menus. But easy to understand is not the same as easy to use. Many functions require a series of multiple screen beats, which is hard to do when you’re jumping down the road. None of that can be done only with haptic, so you have to look away from the driving. More real hardware switches would help.
The seats are excellent, and the steering position is usually good. It’s an SUV position, with an upright back and legs down. As we have seen in its dynamics, it does not pretend to be a low-altitude athlete.
Back leg and head room are good for adults. Children can find the ascending window lines out of their side view. Or do children ever look out the window these days? They’re all on their devices. And the XC40 provides a lot of ports to load them as well as WiFi.
Cabin storage is the sum of some smart ideas. High-fidelity bass units are on the board instead of on the doors, which frees up enough space in each door compartment to swallow a laptop computer. Meanwhile, the console includes two containers with a lid behind the cup holders.
One of them is the deep armrest. The second tray is removable, so you can use it as trash and quickly cancel the cabin with accumulated candy wrappers, parking tickets and orange peel. A curry hook is folded from the glove compartment cover in case you are doing a bit of independent Deliverooing.
The boot floor makes an ingenious origami folding that splits the boot into two, making a deep trough to prevent the shopping bags from falling off. The package rack fits under the floor as well. The kind of boring things that do not sell a car, but make it easier to live with them.
The engine options are all of Volvo’s four-cylinder block, and they follow simple naming conventions: D for Diesel, T for turbo petrol. So, a number: 3 is around 150bhp, 4 is 190bhp and 5 is 250bhp. The choice is diesel as D3 and D4, more petrol as T3, T4 and T5. The front and manual traction are available for D3 and T3, but on the higher power scale it becomes total traction and only in automatic gearbox.
Volvo believes that more than half of the XC40 sold in the UK will have that low-power D3 engine, although many will have the “sport” version of R design. This underscores the good sense of chassis configuration: This is a soft driving car to make smooth progress, not a rear-wheel-drive terrorist with firm traction on the tires.
The cars we tested on the shutdown were D4 and T5, both with automatic transmission and AWD. Grossly, performance is competitive, as the weight of the XC40 has been kept under control at about 1.700 kg for these AWD cars. Diesel reaches 62 mph in less than eight seconds, petrol in 6.5 seconds. There is a practical mid-speed kick that is not overloaded with delay.
If you have been to one of the largest Volvos that have been made recently, the quality of these engines is not surprising. The diesel is silent for its type, but it has a rough edge that never disappears. Not terribly pleasant. Nor is gasoline: it sounds at low revolutions, then emits a monotonous and slightly tingling disturbance as you elevate it in the revolutions.
In addition, the eight-speed gearbox can be a little hesitant, and when you make a choice you usually go with an imbecile. I found myself using the change levers. It meant that I could keep the engine in its RPM range more acceptable from the acoustic point of view, as well as make sure that the transmission was not moving under load.
Since the motor train is hardly competitive for the superior ambitions of the automobile, it would be a great feat if the rest of the dynamic managed to recover the lost ground. But they do.
Leaving through the suburbs, the suspension withstands it in an excellent rest, with a flexible spring and silent tires. When you add a little speed, the body’s movements tend to float. It makes you expect the whole assembly to turn into a fuzzy mess as soon as you try some quick curves.
It surprises you, though. Once you are in that phase of movement of great amplitude, you lose no more discipline. Gain swing and turn angles with a well-calibrated and progressive grace. The AWD system is a good antidote for understeer. Therefore, it can make its way through a perfectly respectable set of turns. A small flyer and a reasonably fast relationship make him feel surprisingly light and agile at City crosses, but fortunately stops short of useless speed at speed.
However, don’t imagine that this is all exactly a barrel of laughter. The management has received a strong anesthesia and you will not find much interaction between the accelerator and the line of curves. But the point is, if you want that kind of stressful fun, an SUV is the wrong place to find it. You want a car with a lower center of gravity. A state. The XC40, on the other hand, has a neat and relaxing chassis that does exactly what an SUV should do. It’s comfortable to be at ease with yourself.
The acoustic comfort is also well taken care of. There is little wind noise or the racket of the tires. It’s a quiet cruise. You can get the optional Volvo driving driver, which is a radar cruise and track tracking. He won’t drive the car and you’ll be a fool if you turn away. But if you let them hold your hands, you can reduce the fatigue of long journeys.
Off the highways, and away from the roads, the XC40 is not a Land Rover or Jeep, but it has a useful measure of the intelligence of the bad surface. The tires are trampled to pieces. The approach and exit angles are not bad, there is a ground clearance of 21 cm, and you can switch to an off-road calibration for the powertrain and ESP.
Operating and Reliability Costs
Volvo is not just launching a car with the XC40. Nor a new platform. He’s also launching a new way of owning cars. Or rather not possess them. Do not rent, lease or share, but the verb that Volvo chooses is “Subscribe “.
Under the “Care by Volvo ” Package, you pay a fixed monthly fee. This allows you to get the car, all its services, maintenance and rescue, and also a three-conductor insurance with a name of 25 to 79. Every two years a new car appears for you. It also has access to any other Volvo for 14 days a year, like a XC90 for big parties, for example.
There are some lease deals that look like this, but Volvo plans to add more services connected to your package. For example, allowing friends and family to use the car through an application, so they might be absent and would not need the key. Or allow packet delivery drivers to access the boot. Or get other third parties to recharge it while you’re busy elsewhere.
However, some of these things do not come to Britain immediately, partly because in this country the insurance actually resides in the driver and not in the vehicle. In addition, insurers want to be convinced of the security of allowing someone to move away with little more than a coded SMS.
Care for Volvo is £629 a month. It sounds like a stiff figure, but that’s for special top-rank versions, and includes insurance and connectivity and integral mobility, and no deposit.
Meanwhile, the full range of eight powertrains in six tiers of equipment comes with the usual cash or credit purchase options. The list price starts at £26.800 for the T3 FWD manual. That gets all large screens, nav connected, LED headlights and 18s.
At the other end, it is a little over £ 36k for the D4 AWD in an elegant cutout from inscription Pro. Surprisingly, even that adjustment requires more for some of Volvo’s security systems: blind spot warning with cross-traffic assistance.
CO2 is in a tight range, from 127 g/km for the manual D3 FWD up to 166 g/km for the car T5 AWD. Those numbers are medium-top pack instead of outstanding. A BMW X1 25d with AWD and Auto da 231bhp and 0-62 in 6.6 sec for only 132 g/km.
These CO2 emissions correspond to nominal mpg numbers of 58.2 mpg up to 39.8. For a 40 percent taxpayer, the car company tax that is paid per month varies between £259 and £360.