The C40 is necessarily the hatchback edition of the XC40 Recharge SUV, but as you’d expect, it’s not as tall and has less floor clearance. It offers the same passenger space, but a smaller shipping volume. SUVs are the vehicle of choice for most, but if they’re not your style, check out the C40.
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The Volvo C40’s big news is in how many motors it has. Previously it came only with two for all-wheel drive (AWD), known as the Recharge Twin, and that’s what I’m driving here. But now, for 2024, you can also get it with a single motor that gives it rear-wheel-drive only.
The Recharge Twin also benefits from a functional touch for this year of design. The 2023 edition developed 408 horsepower and 487 lb-ft of torque, and had an official range of 364 km on a charge. By 2024, the force drops slightly to 402 horsepower, however, torque increases to 494 lb-ft; More importantly, the official range is now 414 kilometers. The new all-engine version makes just 248 horsepower, but it’s designed to go up to 478 miles on a charge. The single motor uses an 82 kWh battery, while the Twin’s battery capacity is 78 kWh.
Please note that this is the official Natural Resources Canada (NRCan) score and, as the saying goes, your mileage will likely vary. As has happened with electric vehicles, the diversity shown in the tool group never reached the maximum indication of 414 km. , which I suspect may also be similar to the cold temperatures when I had it. Even after being connected to my Level 2 home charger overnight and indicating it as “full,” the C40’s maximum displayed diversity never exceeded 350 km.
Temperature plays an important role in EVs, of course, as it adds where and how you drive (in the same way that your driving behavior can have effects on fuel economy in a gas-powered vehicle), as well as the ambient temperature and how hot or cold the vehicle stays. cabin with. All models come with heated front seats, while my Ultimate added heated rear seats and a heated guide wheel. This would possibly seem odd in an electric vehicle, given that it consumes so much energy, however, if your hands and buttocks are in the heat of the vehicle. When it’s hot, it tends to turn down the cabin heating and it takes even more electrical power to keep that area warm.
Overall, it’s a very fun vehicle to drive. Acceleration is smooth and quick, but not overwhelming, which is what you look for in a daily driver. The guide is responsive and can be adjusted for lighter or firmer weight. With its low medium gravity and not-too-high suspension, the C40 handles well in corners. The ride can be a bit noisy and bumpy, most commonly thanks to the low-profile tires that wrap around the 20-inch wheels, but it’s not. unbearable.
While the Twin is supplied with those two motors for all-wheel drive, the front only drives the front axle when needed for extra traction, and its “downtime” when needed helps maximise range.
The C40 uses regenerative braking, capturing the energy lost when decelerating in a different way and returning it to the battery in the form of electricity. The spawn point can be adjusted to the point of one-pedal driving, where the car slows down and stops after you. Take your foot off the accelerator without wanting to touch the brake pedal. I don’t normally like pods, but Volvo did an exceptional job with this one. Many EVs’ systems slow down abruptly, but Volvo’s is very smooth and easy to operate. Although I test the individual pedal of each EV a bit and then turn it off periodically, I have used it almost exclusively on the C40 because it works so well.
One thing to keep in mind if you’re new to electric cars: If you use a single pedal a lot, have your brakes serviced according to the recommended scheduled maintenance. This lack of use can eventually cause them to get stuck, and doing regular running board maintenance can help avoid costly repairs. Many other people think that because they don’t need an oil change, electric cars don’t need maintenance, but that’s not how it works. They may not need as much maintenance, but they still require some fluids; In addition to the giant traction battery, they have a twelve-volt battery like a gasoline car and will eventually want to be replaced; And because of their added weight, their steering and suspension components, as well as their tires, can wear out more quickly.
The 2024 Volvo C40 starts in the Core trim at $59,950 before freight and taxes, and also before any applicable federal or provincial “green” rebates for electric vehicles. This is for the single engine; the Core Twin costs $63,500.
The mid-range Plus costs $68,000 with a single engine and $70,500 for the Twin. The Ultimate costs $72,250 with a single engine, or $74,750 for the Twin, and it’s the latter that I’ve driven. Mine also had a $900 Onyx coating. Black exterior paint and a $635 coverage package that included all-weather floor mats, a shipping mat, a first aid kit, and a microfiber towel to cover the center screen.
The Core includes features like a panoramic glass roof, forward collision mitigation, blind-spot monitoring, a force-adjustable driver’s seat, rain-sensing windshield wipers, a power liftgate, a nine-inch center display with a four-year Google subscription. navigation and apps, Apple CarPlay (but not Android Auto), and a wireless charger. The Plus adds a 360-degree camera, heat pump, garage door opener, and forced passenger seat. The Ultimate includes headlight washers, road-based power assist, and a stereo, as well as adaptive cruise control and a heated steering wheel — two things I expected to be popular in the lower models, given that they start at $60,000 and many automakers offer them on much more common models.
The Nordic minimalist interior design is beautiful, as is the striking smooth design at the rear that stretches around the windscreen. The interior of the Plus and Ultimate trims has a particularly cool gimmick, with wraparound details on the dashboard and door panels that are forged and dark gray in color. But at night, what looks like a counterfeit sign magically lights up to become a smooth environmental topographic map. This feature is far superior in terms of a very interesting design factor.
The seats offer just enough and are comfortable. There is no leather on the C40 versions; The Ultimate’s upholstery is a sleek microtech fabric that stands up to daily use over the years. Everything looks and feels premium inside. The luggage compartment is rarely very large, however, the seats fold down for longer shipping and there is an aisle to bring items such as skis or snowboards while still accommodating two rear passengers. There is also a small front trunk, or “frunk,” under the hood for parts storage.
As much as I enjoyed driving the C40, it had a few quirks that didn’t suit me. The most annoying thing is that you start it by sitting in the driver’s seat and putting it into gear. In cold weather, I turn on the heater, and then let it do its job while I buckle up and adjust the mirrors. Unless I need to do it with the vehicle safely off, I have to put my foot on the brake, press the shifter on Drive, and then put it in the Park position. Some other EVs have a similar system, and it’s simply a boring and unnecessary attempt to be different when it comes to high-tech. Surely there is nothing to start working with a button.
Getting out of the driver’s seat shuts the car off – so if I’m running an errand but my passenger wants to stay in the car, I have to tap the centre screen to keep the climate system running. It’s not difficult, but it’s one more unnecessary step that could be eliminated by a conventional start-up system.
Most apps are controlled via the central display, adding the climate control system, which is never as undeniable as reaching for and turning a dial to adjust the temperature. Several apps require access to a secondary display, such as heated seats, where you tap the to show the control and then tap it again to adjust the temperature. You can ask Google to perform some of the car’s functions via voice command, but even redundant controls need to be undeniable to avoid distractions – this is, of course, the logo that’s been called upon when it comes to protection and spending time staring at a screen to locate an icon is rarely very secure. Finally, while the sloping rear roofline of the C40 gives the car a great profile, it particularly reduces rear visibility. , and everything you see in the rearview mirror is just a blast of who you are.
Most EVs in this segment are SUVs, and the C40 hatchback’s styling is sportier than the sedan’s, so it can be used over a wider swath. This includes models like the Hyundai Ioniq five and Ioniq 6; the Kia EV6; the Nissan Ariya; and Tesla’s Model Y; or the Volvo may simply be a less expensive option than the Genesis Electrified GV70 or Electrified G80, or the Tesla Model X. And of course, if you’re in Volvo’s showroom, check out its XC40 Recharge sibling.
The Volvo C40 is a tough one for me. It’s great to drive and it’s extremely comfortable, and those are always essential qualities whether a vehicle runs on electricity or gasoline. But while I’m not exactly a Luddite, the C40’s quirks – starting it up, paging through menus to activate the functions, that poor rear visibility – leave me cold. Put it through its paces very thoroughly on your test-drive to be sure it’s the right vehicle for you.
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