Road Beat: Volvo XC40 - Great looks and design, and now less disconnected

Volvo has been on a serious roll with some new product that is off the charts like the new S90, V90, XC90, and XC60 and their sales growth indicates renewed customer enthusiasm. But now we have the new XC40 which was rewarded recently with the European Car of the Year for 2018. So, it was with much anticipation that I awaited the arrival of the new XC40.

Its boxy design didn’t disappoint with a crisp, upright two-box look with very pleasing lines especially in black as the rear cabin behind the side window is always in black giving the all-black car a more cohesive appearance. XC40 is a small vehicle (174 inches) about half a foot shorter than your average compact car. At 65 inches tall it looks even shorter. It is beamy at 73 inches. But with that wide girth, front and rear tracks measure a very wide 63 and 64 inches respectively which bodes for excellent handling.

Under the hood of my T5 AWD R-Design is the familiar Volvo 2.0L DOHC, 16 valve turbocharged inline four-cylinder engine knocking out 248 hp at a low 5,500 rpm and 258 pounds of twist at 1,800 rpm connected to an eight-speed torque converter auto cog-swapper. All four wheels get driven but it is an on-demand system with a front bias, but there was absolutely no torque steer. This same engine with the addition of mechanical supercharging in Volvo’s larger models belts out about 320 hp with a commensurate increase in twist.

In my first test of the XC40 performance was hampered by lag, either by throttle mapping (to improve fuel economy) or turbo lag or both. In normal driving, XC40 is a bit of a dog taking 8.23 seconds to achieve 0-60 mph. Fifty to 70 mph runs level and up a steep grade averaged 4.40 and 6.76 seconds respectively. It was pretty sloggy performance for a $40,000 plus compact near luxo CUV. However, there is a way to change the driving dynamics by selecting the drive mode button inconspicuously place among the climate control button which allows you to go from eco, comfort normal or dynamic driving which consists of a remapping of the powertrain and sharpens up the response although there is still some lag at tip-in. Times dropped to 7.45/4.16/6.27 seconds respectively making the Volvo times more respectable in the dynamic mode.

However, in this go-round, the XC40 with the same supposed engine, tranny and drivetrain acted much differently. While there was a small bit of turbo lag on tip-in, for the rest of the acceleration curve the XC40 was a different animal. It went from a lamb to a tiger. Zero to 60 mph times averaged a very respectable 6.92 seconds. Passing times also improved significantly with 50-70 mph runs averaging just 3.67 and 4.81 seconds respectively on a level run and up a six percent grade. Those numbers reflect and amazing performance improvement and more characteristic of a Volvo which all models the Road Beat has tested exhibited World-Class performance. The XC40 now lives up to its promises.

Driving the Volvo is different. Still every time the when shifting from Park to Reverse or Drive, the brake is applied and this brake hold remains in place until the throttle is applied. Disconcerting. There is still some engine or turbo lag not experienced with the turbo-supercharged version of this engine. Once underway, say from 10 mph, XC40 feels very sprightly. Hard throttle produces some engine noise, sometimes coarse, and certainly not pleasant.

EPA rates the XC40 at 22/30/25 mpg city/highway/combined. With the engine spinning a low 1,900 rpm at 70 mph, it is inaudible under light throttle conditions. In a two-way run it averaged 33 mpg and overall 24-26 mpg was the norm. One disconcerting feature of this auto engine stop feature was auto A/C stop feature which wasn’t exactly pleasant in 100-degree weather, but in the fall with temps in the 70s, it wasn’t a problem.

Handling is quite sharp bolstered by state-of-the-art four-wheel independent suspension, wide track, quick steering at 2.7 turns lock to lock and standard 19-inch wheels shod with serious 235/50X19 inch meats. Changing directions in this 3,825-pound ride should be easy but it is impeded by electronic intervention which I couldn’t seem to turn off. Everything in this car, including the owner’s manual is contained in the computer operated by a large 12-inch touch screen which sometimes didn’t respond to my touch. I guess I didn’t have the “right” touch. Most if not all systems are handled through the center touch screen. Maybe Volvo is trying to save trees.

Back to handling and while there was significant cornering power when pushing the XC40 hard especially near a painted line in the road, you could feel the steering wheel slightly vibrating or counter-steering on its own. Very disconcerting. I couldn’t find a way to turn it off. On center, feel was a bit vague as well.

Ride quality was good, being smooth as long as the throttle isn’t more than halfway down and then noise will intercede. It rides very smooth and takes bumps very well. There is no wind and little road noise.

Safety is almost overdone. Yes, it has every acronym and safety feature known to man and Martians alike. But sometimes intervene too early. Brakes are powerful except for the brake hold feature then they are too powerful. LED Headlights are excellent.

Iside is a different Volvo interior. Always of the highest quality and best leathers, my tester was much more subdued and tasteful (done in a soft, thick gray leather) from my last XC40 Type-R which looked like the San Francisco Giants with its Nappa black leather super comfortable seats and bright orange/reddish carpet. Instrumentation is all electronic with a big speedo and tach, but in Volvo’s effort to be different, the trip computer is in the lower part of the tach and needs to be activated with a button push on the steering wheel. Otherwise only average fuel econ is displayed. I prefer more info.

Rear seating is comfortable with good room, but while the cargo space appears very large, although the numbers provided by Volvo aren’t at 47 cubes behind the first row and about 21 cubes behind the second row. It might be due to Volvo’s measuring system. Fuel capacity is also small at 14.25 gallons.

Pricing for the XC40 T5 Inscription is $42,450 plus $995 for boat from Belgium. $3,950 in other options brought the cost of admission to $47,395. Pricing, especially at its well-equipped base of $35,700, makes this XC40 something to consider with excellent performance and more safety than a doubled-up Trojan. Enough said, too much electronic intervention hurts an otherwise outstanding design.

Specifications
Price $35,700 to about $47,000.
Engine 2.0L DOHC, 16 valve, turbocharged, direct-injected inline-four 248 hp @ 5,500 rpm
258 lb.-ft. of torque @ 1,800 rpm

Transmission
Eight-speed torque converter automatic

Configuration
Transverse mounted front engine/AWD

Dimensions
Wheelbase 106.4 inches
Length 174.2 inches
Width 73.3 inches
Height 65.0 inches
Track (f/r) 63.0/64.0 inches
Ground clearance 8.3 inches
Max wadding limit 17.7 inches
Weight 3,825 pounds
GVWR 4,960 pounds
Fuel capacity 14.25 gallons
Steering lock to lock 2.7 turns
Turning circle (curb to curb) 37.4 feet
Wheels 19X7.5-inch alloys
Tires 235/50X19
Cargo capacity (rear seats up/down) 47.2/20.7 cubic feet
Max trailer tow weight 4,629 pounds

Performance
0-60 mph 6.92 seconds
50-70 mph 3.67 seconds
50-70 up (6-7 percent grade) 4.81
Top speed Imagine a Volvo with a factory top speed of 143 mph?
Fuel economy EPA rated at 22/30/25 mpg city/highway/combined. Expect about 24 mpg in rural/suburban driving and 33 mpg on the highway at legal speeds
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