It was back in 2022 when I first reviewed the more glamorous twin of the electric Volvo XC40, the C40. From the driver’s seat they are indistinguishable to drive and, as far as looks go, from the B pillar forward they are effectively the same car with different style glass roofs.
Back then I described the C40 as “an easy entry for first time electric SUV buyers” and well suited to life as the family lugger. (Although the sloping rear roof line of the C40 Recharge limited it to buyers who didn’t have over 1.8m rear seat passengers).
Since then, Volvo have made improvements to the driving range, motors and battery size of the XC/C40 pair– including moving the driven wheels in the 2WD versions from the front to the rear.
So, to catch up with the current configuration and updates, I recently took an XC40 Recharge for an extended spin to see what difference these changes had made, as well as compare the siblings in terms of space and practicality.
The XC40 Recharge was Volvo’s first full-electric vehicle (BEV) and is classified here as a ‘medium SUV’. Overseas sales began in late 2020, with Australian sales of the all-wheel drive (AWD) beginning in mid-2021.
Both the XC40 and C40 are built on Volvo’s new and highly adaptable CMA (Compact Modular Architecture) platform. This single platform is designed to carry all the smaller Volvo cars through to 2030 (and the full electrification of Volvo) by flexibly enabling all EV and ICE forms (BEV, PHEV, HEV and ICE) to be built on it, rather than having separate, dedicated ICE and BEV platforms.
Unlike the C40 (which is available in BEV form only), the XC40 is available here as petrol and hybrid versions as well as the pure electric (BEV) reviewed here. The BEV version is denoted by the addition of the ‘Recharge’ badge.
2022 updates: sales began of the 2WD (front wheels driven) version of the XC40 SUV, plus the introduction of the related C40 ‘crossover’.
Mid-2023 update: For both the XC40 and C40, Volvo made changes to the battery size for the AWD versions (from 78kWh to 82kWh gross), improved the motors and overall energy efficiency as well as swapped the two-wheel drive version from front to rear wheel drive (RWD). Google mapping and connectivity was also added at this time.
Coming updates: to keep in line with Volvo’s new naming regime, the XC40/C40 BEV pair will be rebadges as the EX40 and EC40 for 2025. However no major changes to the models are expected.
Test vehicle: My 2022 report covered the AWD C40 which, back then, had a 78kWh battery, 432km WLTP driving range and a 0-100km/h time of 4.8 sec. On loan this time was a 2WD (rear wheels driven) XC40. Like the equivalent C40, this version comes with a 69kWh battery and in XC40 guise has a 460km (WLTP) driving range and 0-100km/g time of 7.3 sec.
Wheels on the 2WD are 19 inch with 235/50 tyres at the front and 255/45 at the rear. These make the ride noticeably smoother than that offered by the 20 inch wheels/lower profile ones on the AWD.
With the move to driving the rear wheels, the steering feels lighter and smoother that the previous front-wheel drive version. On the other hand, this is a car designed to be safe and easy to drive family transport, so don’t expect a whole lot of feedback from it.
The update of the infotainment system to Google has resulted in a better map experience along with slightly faster responses from the screen.
Otherwise, there is little to add to my report on the C40 from 2022. The XC40 is an easy first entry to the world of BEV driving, although I do miss some of the features that a BEV drivetrain offers such as selectable regenerative braking options. On the other hand, in full i-pedal mode, one pedal driving is a breeze and one of the best implemented systems available. Also, the XC40 offers much better rear visibility with its higher roofline and larger rear window than the C40.
The XC40 differs to the C40 with a straighter roof line rear of the B pillar – resulting in more rear head height. Additionally, the C40 has a non-opening panoramic roof, whilst in the XC40 the front half of the panoramic roof opens, as well as having an electrically driven retractable sunshade.
Otherwise the differences are what are offered as standard in the 2WD or AWD versions. Both versions have a handy 31 litre ‘froot’ (front boot) that is fully sealed with a latching lid. Stored under its floor is the now ubiquitous tyre inflation kit that now suffices for a spare wheel in most new cars.
As per the original version, there is wireless phone charging in the front console, along with plenty of storage and USB ports – both front and rear.
The front seats are electrically adjustable and very comfortable – rear seating is also well locating with ample leg room and, in XC40 guise, there is better rear head room for those over 1.8m – as well more luggage volume when the rear seats are folded and you pile it to the roof. (1,289 litres in the XC40 versus 1205 litres for the C40).
However, as officer Barbrady from the animated series ‘South Park’ is fond of saying: “Move along people, there’s nothing to see here”. Most of the improvements are where you don’t see them.
One of the few disappointments with the original version was the driving range. In fact, back then the larger battery AWD version has a lower range than the 2WD and neither was class leading.
Now, with a new design rear motor and other efficiency improvements, the XC40 2WD has a significantly better range with the same size battery.
In AWD form the efficiency improvements and slightly larger battery have made an even bigger difference. Mind-you, the XC40 is a relatively heavy car so its efficiency is never going to be class leading, but it is now definitely closer to what you would expect from batteries of these sizes.
ADAS:
ADAS is the acronym for ‘Advanced Driver Assistance System’. A whole variety of safety features are lumped under that heading and, to get the full five star safety rating from ANCAP, certain ADAS functions must be included and are tested during the ratings evaluation.
However, how these ADAS features implement the ‘assist’ varies enormously between various manufacturers. Some are intrusive to the point I would almost call them dangerous – for example the unexpectedly strong shove that the MG4 gives to the steering if you stray from the straight and narrow within a lane. (Most are gentle nudges or even just a quiet chirp).
Others, like the Hyundai Kona, have such intrusive ‘bings and bongs’ for a multitude of ‘transgressions’ that you are often distracted from the task of concentrating on the road to work out what it is complaining about … and whether is it a real issue or just being overzealous.
As such, I tend to think of ADAS as being in three camps: Advanced Driver ANNOYANCE Systems, Advanced Driver ASSISTANCE Systems and Advanced Driver ADVISORY Systems.
The Volvo is definitely one of these last: it advises you quietly and not too often, plus giving you sufficient latitude before offering a warning in a way that it acknowledges a human (and not a computer) is behind the wheel.
For instance, moving to the left or right within a lane to avoid potholes doesn’t trigger a shove back towards the hazard, nor does the speed recognition demand attention beyond a quiet flash and chirp – which is appreciated when many school zone signs are time based but the system recognises 40km/h 24hrs a day in all situations.
As such, you actually paid attention to all its warnings, rather than tune-out to (or just turn off) an overzealous, demanding one. A big tick to Volvo for providing an ADAS that actually improves the level of safety without causing unnecessary distraction.
Volvo currently offer a 5 year, unlimited kilometres coverage (excluding commercial usage) with 8 years/160,000km on the battery. It is worth noting that Volvo does not specify exactly what the lower limit for battery capacity is, beyond saying that ‘normal gradual capacity loss’ is not covered under the warranty.
The service interval is 30,000km/two years (whichever comes first). Currently Volvo also include the first five years services (up to 150,000km) for free. These include vehicle safety, air filter and tyre sealant checks and, if needed, two tyre sealant replacements.
Volvo has always maintained itself as a semi-premium brand – and the XC40 BEV is no exception. In Victoria (where no EV subsidies apply), on the road pricing for the 2WD starts at $85,289 and $94,667 for the AWD.
The medium SUV BEV is a crowded space – let alone if you add some slightly bigger SUVs from the ‘Large SUV category’ (like the Ford Mach-e and the Tesla Model Y). For this comparison I have therefore stick principally to the medium SUV segment, with the addition of just the Mach-e and Model Y:
The Volvo XC40 may be the less glamorous/more practical sibling of the XC/C40 pair – but for safely carrying four to five full-sized adults and their luggage in comfort for long distances, it does the job well. Especially so as it also offers a good tow rating. (1500kg for the 2WD and 1800kg for the AWD).
Personally, I would consider the 2WD the pick to buy. With the more compliant 19 inch wheels and higher profile tyres, it offers pretty much everything the AWD offers in features but with a better ride … plus it’s cheaper than the AWD.
(Note: unlike in Europe, here in Australia we don’t get the option to pair the 2WD with the larger battery to give up to 576km of driving range – which would have been a good combo for those who want to tow for longer distances).
All-up, with the XC40 Volvo appear to be sticking to what it knows best: build a safe, comfortable, reliable and easy to drive family car that offers no scares or complications. As it does all this without you even noticing: one could almost accuse it of being (in a nice way) just ever so slightly boring!
Seating: 5
Boot volumes in litres: (1 litre = 10 x 10 x 10 cm)
Dimensions:
1,938/2,062 mm
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Energy consumption: (WLTP test cycle)
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Charging:
Charge port location:
Drive configurations:
Towing:
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Bryce Gaton is an expert on electric vehicles and contributor for The Driven and Renew Economy. He has been working in the EV sector since 2008 and is currently working as EV electrical safety trainer/supervisor for the University of Melbourne. He also provides support for the EV Transition to business, government and the public through his EV Transition consultancy EVchoice.
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