Electric power is coming quickly to some car makers, Volvo being a prime example.
Its compact SUV, the XC40, debuted just a couple years back, but now is available with full electric power from twin electric motors, one front, one rear. This version is known as the XC40 Recharge Twin Ultimate, one up from the base Plus model.
Price is appropriately luxury-based and today’s auto buyer must be prepared for some sticker shock for most electrical vehicles.
From the performance standpoint, the nimble XC40 Recharge is packed with electrons and rated at 402 horsepower with a torque rating of 486. Like most electrics the acceleration is both smooth and instantaneous, easily capable of triple digit speeds within the confines of a highway entry ramp.
Also, like its gas-powered version, this XC40 handles well with a sporty flair. Steering is quick and precise but with a heavier feel than the gas-only model. Ride, as in the earlier test drive, is fairly well controlled but still a bit chattery over crumbling Midwest roads. A longer wheelbase would help smooth that of some, as witnessed in some competing models.
Those are the basics, so let’s charge right into the electrics of this Volvo.
There are twin electric motors driving the front and rear wheels as the XC40 has a full-time AWD. That’s great for Wisconsin and upper Midwest winters. The range is just 223 miles on a full charge. Laudably that’s up 15 miles from last year’s model but still well short of some competitors. Think Tesla, VW’s id.4, and Ford’s Mustang Mach-E, some of which even cost less.
The plug-in here is on the driver’s side rear quarter panel, much like a gas filler cap. Many electrics have the power in the front driver’s side quarter panel. I wish the industry could agree where this should go. In my garage the front plug-ins are easier.
As with other electrics there’s a frunk, a small trunk up front that allows Volvo to put the charging cable up there. That’s fine, but with the outlet in the rear, storing it under the cargo floor might be preferable.
Note too that charging is slow for most of us with 120-volt outlets. I got about 1% of charge per hour of charge, the equivalent of 2 miles of power. So, a 12-hour overnight charge netted about a 13% point increase or 26 miles. I stopped at a ChargePoint (240-volt) charger (the first ones I visited at the website’s suggestion were for a company’s employees, not the public), and it netted a 2% charge every 15 minutes, so 8% an hour, or 16 miles. The cost is roughly $1 an hour.
Still, unless you’re leaving the vehicle to charge overnight you’re not filling it up.
For the record, the EPA rates the Volvo at 92 mpge city and 79 highway as you use the charge faster at higher speeds and when the vehicle is under more stress, such as going up hills.
My experience is you’d be wise to top-off every night or two if commuting around town. I blew through about 25% of the charge running to the other side of town and to a friend’s house in a nearby suburb. Oh, and most electrics, including this Volvo, suggest only a 90% charge to preserve battery life, but cutting daily range.
Volvo’s shift-by-wire single-speed automatic transmission is fine and uses the power effectively. Plus there’s one-pedal driving as with other electrics, meaning you simply use the accelerator, rarely the brake.
That’s because the electric motors brake the car quite quickly once you let off the go-pedal. In fact, it can feel rather sudden, so you quickly learn to feather off accelerator pressure to slowly coast to a stop. The upside is any coasting or braking helps recharge the batteries some, so in stop-and-go city driving you use less power as you’re constantly regenerating power, and there’s a gauge on the dash to show you that.
Beyond the power source, the XC40 is a fine luxury SUV with crisp good looks and an attractive interior.
This medium gray model, with a hint of sparkle, runs $695 extra. Gray is hot right now and most colors, even gray, cost extra on luxury makes.
Meanwhile, the interior is a soft black leather known as NuBuck. I thought it was fake leather originally, but a little research tells me it’s made from the top grain of the cowhide, said to be tougher so it’ll wear longer. Its surface is sanded to give it a consistent appearance that also feels a lot like suede.
That gave the XC40 interior a luxury feel and the leather seats and shifter both feature white stitching that add depth and definition. A silver and black patterned metal trim on the dash and doors adds a jeweled look, while the console top is mostly gloss piano black, which reflects some on sunny days. Then there’s an odd bit of gunmetal gray felt-like material that lines the console’s sides and inside door panels. It felt and looked more downscale than the rest of the interior.
Mid dash is a 9-inch touchscreen. This is the same as Volvo has been offering for several years that requires touching one of four menu choices to find the radio, navigation, etc. Then there are various screens beyond that, obtained by sliding the others.
There’s also a screen that tells you the current charge level and estimated miles of range you have. A button there will allow a driver to maximize the charge as it slightly decreases the SUV’s climate system. You’ll barely notice, but it did extend my range on one drive.
Volvo includes a fine Harmon Kardon stereo and a wireless phone charger in the console. Overhead is the requisite giant sunroof, but it can be a bit tricky to operate as you can tap or barely touch the overhead button or use a slide action that will either open, tilt or slide the sunshield back. Getting that right took several tries each time as it often wanted to open the entire roof when I just wanted the inner shield retracted.
Seats are relatively comfy up front and roomy in back. The front seats are heated as was the steering wheel here, a $150 option that’s worth it for our clime. Oddly the seats weren’t cooled, something I’d expect at this price point. There also was no power tilt/telescope steering wheel.
The XC40 easily carries four adults and five can sneak in on a short ride. Plus there is generous cargo space under the power hatch. Volvo claims you could tow 2,000 pounds of trailer, but remember that will suck down your battery power more quickly and reduce range.
Pricing is at the upper end of this segment, especially considering range.
The base XC40 Recharge Plus starts at $56,495 with delivery while the tested Ultimate lists at $59,245. With just two options this one costs $60,090.
Competitors include the Mach-E, id.4, Tesla Y and the new Genesis GV60 that I hope to review this summer.
If you prefer gas power, the XC40 touts a 2.0-liter I4 turbo with 248 horsepower that goes rocket fast in Dynamic mode and runs about $46,000 well equipped.
FAST STATS: 2022 Volvo XC40 Recharge Twin Ultimate
Hits: Good looks, excellent electric power, precise handling and full-time AWD. Big sunroof, heated wheel and front seats, big touchscreen, quality stereo, a stylish luxury interior, plus a full bevy of safety equipment.
Misses: Touchscreen (beyond main screen) is distracting to use while driving and no power tilt/telescope steering wheel or cooled seats in front. Chattery ride on rough roads and the electric charge range is limited to 223 miles.
Made in: Ghent, Belgium
Engine: Twin electric motors w 78 kWh-lithium ion battery, 402 hp/486 torque
Transmission: Shift-by-wire single-speed automatic
Weight: 4,763 lbs.
Wheelbase: 106.4 in.
Length: 174.8 in.
Cargo: 57.5 cu.ft. (rear seats down)
Tow: 2,000 lbs.
MPGe: 92/79
Base Price: $59,245 (includes delivery)
Invoice: N.A.
Major Options:
Metallic gray paint, $695
Heated steering wheel, $150
Test vehicle: $60,090
Sources: Volvo, www.kbb.com
Photos: Mark Savage
