Displaying items by tag: Volvo

The verdict: Volvo’s five years of experience building plug-in-hybrid SUVs seems to be paying off, as the Recharge T8 version of the 2021 XC60 luxury compact SUV is as well rounded in its plug-in aspects as the gas version is in every other way.

Versus the competition: This will soon change, but the XC60 T8 has few direct competitors, though it matches the 2021 Audi Q5 e for electric range and gas mileage, and it trounces the 2021 BMW X3 xDrive30e in the latter category. For both metrics, the model to beat might be the Corsair Grand Touring, coming this spring from a resurgent Lincoln.

Volvo appears to be using the word “Recharge” to represent any vehicle with a plug, be it a pure battery-electric, such as the new XC40 Recharge subcompact SUV, or this plug-in hybrid version of the XC60 compact SUV. Perhaps a better indicator is the “T8” powertrain designation, which we’ve seen only on plug-in hybrids, including the larger XC90 Recharge T8. The original Volvo XC60 is an excellent luxury compact SUV, good enough to win our 2018 comparison test. Not much has changed — either for the XC60 or its competitors — since. Rather than rehash what we like about it, I’ll direct you to our most recent comprehensive review of the regular XC60 and focus here on the plug-in hybrid.

Ten years’ experience has revealed the many ways in which a plug-in hybrid electric vehicle, or PHEV, can go astray, so I’ve come to focus my evaluations of them on these factors. Each area undergoes a pass/fail test to determine whether the vehicle as a whole passes muster. Behold the XC60’s Recharge’s results:

Electric Range
This is an important one because early PHEVs had electric ranges that were comically short. One of the first, the 2012 Toyota Prius Plug-In Hybrid, could drive only 6 miles on electric power, as estimated by the EPA.

We’ve come a long way since then. Most PHEVs go roughly 20 miles before their gas engines are needed, and they can even achieve highway speeds gas-free. The Prius Plug-In’s successor has been succeeded by today’s vastly improved Prius Prime, which has a 25-mile electric range. The EPA estimates the XC60 T8 can go 18 miles on a charge. I matched or exceeded that number twice, thanks in part to favorable weather.

This test isn’t about whether the vehicle hits its estimate, though; it’s about the range itself, and anything under 20 miles feels too short. I know 18 miles is technically long enough — and I underscore that a 20-mile trip that uses gasoline for only 2 miles is still great — but the key word here is feels. American shoppers are driven by feeling as much as logic, if not more. (By the same token, 150 miles doesn’t feel like enough range for an all-electric car, even though it’s usually more than enough if you charge it nightly at home.) Also, cold temperatures invariably shorten range. So, bearing in mind that each of these pass/fail tests add up to an overall verdict, I’m going to consider any PHEV range under 20 a failure (or just a fail, as the kids say).

Pass/fail verdict: Fail

Electric Acceleration
In a plug-in hybrid, you want to have enough power to drive in electric-only mode without triggering the gas engine, at least under normal conditions. This is mainly a psychological thing given that it doesn’t hurt if the engine runs for a minute or two. It’s just the principle of it, you know? In its default, hybrid driving mode, the XC60 Recharge will accelerate under electric power at lower speeds, and you can maintain that so long as you keep the virtual needle on the gauge from crossing from the lightning symbol side of the tick mark (electric) to the droplet symbol side (gasoline). Note that while the needle moves with your acceleration, the tick mark and the threshold between electric and gas are also a moving target, depending on load, incline, etc.

The true test of electric acceleration comes by locking a car in electric propulsion, which you do in the XC60 T8 by selecting the Pure driving mode; it’s available so long as there’s enough juice in your battery pack. In Pure mode, you can accelerate as hard as you want and stay in electric mode — so long as you don’t click the switch at the bottom of the accelerator pedal’s travel (it used to be called the kickdown switch). Power in the Volvo is modest because the goal in a PHEV isn’t to have a super-powerful electric motor and a super-powerful gas engine; that would be inefficient. The goal is for the motor and engine to be powerful together. If you’re in a bind and you floor it and click that switch, the gas engine comes to life and you get full acceleration. In normal driving, I found the Volvo’s electric mode to be adequate 95% of the time — but it bears noting that Cars.com is headquartered in the flatlands of Chicago.

I was able to achieve 70-plus mph on the highway, but one time after merging onto an interstate, I encountered a gentle uphill slope that climbed for at least a mile. With the T8 powertrain at the height of its electric abilities, I was below the speed limit and barely tacking on mph — with drivers behind me getting irritated and whipping around me. This was with only me in the car and no cargo weighing it down. Of course, in this instance, I could have easily floored the pedal the rest of the way and used the gas engine. If ever I had to pass, I’d definitely have needed to. If you drive in a hilly region, I suspect you’ll rely on the XC60’s gas engine more often than I did.

In my electric acceleration test, the XC60 T8 was borderline. It was certainly less effective on highways and hills, but because I like how it’s executed and it worked well where I drove it, I’ll give it a pass.

Pass/fail verdict: Pass

Hybrid Acceleration
Hybrid acceleration is also important, and it has different aspects. First, you don’t want to make sacrifices, and Volvo seems to know that. Its combination of the supercharged and turbocharged 2.0-liter four-cylinder engine with an electric motor provides 400 total system horsepower (415 hp in the Polestar Engineered trim level, thanks to different gas-engine tuning). These numbers are well above the most powerful non-hybrid XC60 — the T6’s 316 hp — but the hybrids also weigh considerably more, so it’s best to look at 0-60-mph times. According to Volvo, the T8 powertrain is the quickest to make that run, at 5.0 seconds (4.9 seconds in the Polestar Engineered). The T6 is rated at 5.6 seconds and the all-wheel-drive T5 at 6.4 seconds, so not only are you not losing acceleration by choosing the PHEV, you’re gaining it.

Then there’s how the acceleration feels. Hybrid powertrains have traditionally felt kinda herky-jerky, and that would definitely be a sacrifice in a luxury vehicle. Volvo has done a nice job with this one. It incorporates the same eight-speed automatic transmission as the non-hybrid T5 and T6, so you don’t get the droning and rubber-band effect earlier hybrid adopters suffered. It doesn’t feel 100% conventional, but it’s pretty close. The XC60 T8 passes the hybrid acceleration test.

Pass/fail verdict: Pass

That brings us to braking. Hybrid braking is often nonlinear and mushy-feeling — just generally not what you want. We’ve put up with it for the sake of better mileage, though, and fortunately hybrid braking action has been improving. Again, Volvo’s done a nice job here. I didn’t mistake the XC60 T8’s pedal feel for a conventional braking system, but some people might. It passes.

Pass/fail verdict: Pass

The Interior
If you don’t think the interior matters, you’ve probably never inspected a plug-in hybrid version of an existing vehicle before. Historically, squeezing a second propulsion system into a vehicle that wasn’t designed for it has meant something had to give. Battery packs in particular tended to diminish interior space, robbing either backseat legroom or cargo volume.

The XC60 T8 passes the cabin test with flying colors. Its seating dimensions are exactly the same as the gas-only versions of the XC60 front and rear.

Pass/fail verdict: Pass

Cargo Space
While we’ve seen some PHEVs whose floors are elevated to accommodate a battery pack, that’s not exactly the case here — though there is something weird going on because it isn’t perfectly level, which I don’t recall from the non-hybrid. It’s barely noticeable, though, and the cargo dimensions are once again the same between the regular and the Recharge versions of the XC60. The main sacrifice — visible if you raise the floor — is the lack of a spare tire. Instead, you get a compressor and some sealant goo. Honestly, there are a lot of vehicles nowadays that lack a spare tire with less of an excuse than the XC60 Recharge, so I’m not going to hold this against it.

Pass/fail verdict: Pass

Towing Capacity
Some hybrids just can’t hack towing, but the Recharge is rated to tow 3,500 pounds just like other XC60s. You can get an SUV that tows a considerably heavier trailer than the XC60, but when it comes to PHEV versus gas-only, the Recharge T8 passes the towing test.

Pass/fail verdict: Pass

Gas Mileage
Gas mileage is a crucial consideration, even if the vehicle has a long electric range but especially if it doesn’t. For the Volvo, there’s good news here: Once its electric charge is depleted, the XC60 Recharge is rated 26/28/27 mpg city/highway/combined on required premium gas. The XC60 T6 that’s closest to the Recharge’s performance is rated 23 mpg combined. Even the most efficient XC60 T5 with FWD is rated 25 mpg combined — 2 mpg less than the T8. That means you could buy a Recharge and never plug it in and you’d still get better mileage. While that would be a pointless waste, and I hesitate to give anyone bad ideas, any PHEV with better combined mpg than the rest of its range even without plugging in gets an automatic pass in the gas mileage test.

Pass/fail verdict: Pass

Overall Range
Another test inspired by PHEV history, this one is necessary because, while it’s pretty easy to see good electric range figures and mpg ratings, overall range is easily overlooked. When an automaker shrinks the gas tank significantly in order to make room for batteries, for example, the overall range can end up being pathetic. Not to fear: According to EPA estimates, the XC60 T8’s total range is 520 miles, 502 on gasoline. This beats the T5 FWD by 32-50 miles. The T8 passes the overall range test.

Pass/fail verdict: Pass

The price test takes into account all the other tests. If a vehicle fails many of the previous tests, any price premium would be harder to swallow — and, conversely, if a vehicle had leading electric range or some other stand-out attribute, a higher price could be justified.

Because there’s a federal tax credit of over $5,400 for the Recharge, its price ends up being roughly $500 more than a comparable trim level with the T6 powertrain — the most powerful non-hybrid XC60. You can pay several thousand dollars less for a T5, but, as we’ve covered, it will be both less powerful and less efficient. Some $500 seems a small price to pay for a plug-in hybrid of the XC60 T8’s capabilities. At least so long as the tax credit remains available, it passes this test, as well.

The downside to tax credits is you have to pay more up front and won’t get the money back until the IRS sends your tax returns the following calendar year. The XC60 Recharge T8 starts with the Inscription Expression trim level with standard all-wheel drive at $54,595 (all prices exclude the incentive but include destination charges). It also comes in R-Design and Inscription trims before topping out with the Polestar at $70,595. Our test vehicle was an XC60 Recharge T8 Inscription with a base price of $61,000 but a total sticker of $71,340, including many options such as the Climate Package, Advanced Package, 4-Corner Air Suspension, Bowers & Wilkins premium audio and more.

Pass/fail verdict: Pass

Final Test Results
It shouldn’t surprise you that the 2021 Volvo XC60 Recharge T8 passes the overall plug-in hybrid test with flying colors. Honestly, I’d happily trade some of its horsepower and acceleration for more electric range, but it isn’t that simple when you’re combining electric motors with gasoline engines in existing models; automakers typically work with platforms that weren’t designed for hybrid use (though this is slowly changing), and they only have so many engines of their own to choose from. Given how many challenges and trade-offs manufacturers face, and the results we’ve seen in other PHEVs, Volvo has balanced things out quite nicely here. Five years of experience building plug-in hybrid SUVs is evident in the 2021 XC60 Recharge T8.


Published in Volvo

Don't use the Internet and have nowhere to charge your car? Forget Volvo.

Okay, if you don’t use the Internet, you won’t read anything new and you won’t have anything to regret. But Volvo is really turning its business around.

From 2030, every new Volvo will be electric

 News has arrived from Sweden that Volvo Cars will be committed to becoming leaders in the fast-growing premium electric car market with a plan to become a fully electric car company by 2030.

Until then, the company will gradually phase out models with internal combustion engines, including hybrids. At Volvo, they expect that legal solutions and the expansion of charging networks will enable this transition to electric cars.

For now, Volvo will only sell its electric vehicles online.

Volvo Cars last year launched its first all-electric car, the XC40 Recharge, in markets around the world. In the coming years, Volvo Cars will introduce several additional electric models. By 2025, the goal is for 50 percent of global sales to consist of fully electric cars, and the rest will be hybrids. By 2030, every car he sells should be fully electric.

And the role of the merchant?
The fight for clients is over - there will be nothing to negotiate here. The buyer buys the car at the price shown on the website, and the seller must prepare it, elegantly hand it over and then service it. In the meantime, they may organize a test drive to help those who are not satisfied by clicking on the page. Volvo emphasizes that the dealer network will be just as important as it is today, but the role of dealers will be limited because electric cars are much simpler. We wonder what interest the owners of car dealerships will have in this approach of the manufacturer?

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After Jaguar Land Rover, Bentley, GM, Ford and others, Volvo has now announced that from 2030 it will produce exclusively electric cars. That's why they accelerated a bit, so today the second electric model of the company was shown - C40 Recharge.

Moreover, the Swedish brand plans that from 2025, half of the sold Volvo cars will be powered by electricity, and the other half by hybrid drive.

This means that in just four years, they will stop selling models powered exclusively by SUS petrol or diesel engines. And whoever decides to buy a new Volvo in ten years, the only models that will be available will be electric.

Volvo is owned by the Chinese company Geely, from which it has been confirmed that the conventionally powered models will be on sale only for a while longer, all in order to meet the stricter standards on harmful gas emissions, writes CNN.

It will be a very difficult task for a company that literally has 2 electric cars as of today - the famous XC40 Recharge and the C40 Recharge introduced today.

The new coupe-SUV is based on the XC40 Recharge model, but is slightly lower than it. In addition to a more attractive design, it also has two powerful electric motors with a total power of 408 hp. The 78 kWh battery provides a range of about 420 km, and a charging time of up to 80% is 40 minutes. The new electric model will cost just over £ 50,000.


The head of Volvo announced that in addition to the new electric model from the 40 series, more novelties will arrive in the years ahead. As they pointed out from the Sino-Swedish company, they will work a lot on the development of the autonomous driving system.

Another interesting fact that they made public is that the new electric Volvo cars will be sold exclusively online, which already applies to the new C40 Recharge. Investing in online sales will further reduce costs, and after all, a similar strategy is being implemented by Tesla, whose models are officially sold exclusively online.

We remind you that many other car companies have recently started announcing plans for a significant acceleration towards full electrification of the market in Europe.

Among them are Daimler, Ford (which will cooperate with VW), JLR and others, while Tesla's first factory in the EU, which is being built in Berlin, will also contribute to this trend.

Also, it is expected that the production of electric cars will be cheaper compared to conventional ones, both due to the new generations of batteries and the smaller number of parts that would be transported and, therefore, the smaller number of workers needed for assembly.

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Warmer in winter and always cooler than ubiquitous leather.

Why does everybody want a leather interior? These days even cars that aren't lined with cow mostly get swathed in petrochemicals longing to pass for cow, with euphemistic marketing handles ranging from the generic leatherette or vegan leather to trademarked monikers like BMW's SensaTec, Mercedes' MB-Tex, and VW's V-Tex. Some of our favorite car interiors ever have sported cloth seats, from the Porsche 928's psychedelic Pasha checkerboard to the 911's Pepita houndstooth and various tartan plaids. Sadly, they're all but gone today. So it seemed downright newsworthy when a 2021 Volvo XC90 T8 turned up in my driveway swathed in wool upholstery fabric. Volvo calls it Tailored Wool Blend, and I relished every cosseted moment in these thrones.

What Is Tailored Wool Blend And What Colors Are Available?

This tweedy weave is comprised of 30 percent wool and 70 percent recycled polyester, so it might be even earth-friendlier than "vegan leather." Tailored Wool Blend appeared as a no-cost option on the 2020 refresh of the XC90 Inscription model in a color called Midnight Zinc. The same option is also available on XC60 Inscription models.

At launch last year, a second color called Slate was offered, but it proved less popular and was dropped for 2021. Volvo does offer another textile, known as City Weave Textile fabric, as a no-cost option on the S60, V60, and XC60 Momentum trim grades. It's in a hue called Blonde and paired with Iron Ore Inlays, and it appears darker and more "plaid" than our Midnight Zinc material.

Inherent Climate Comfort

It should surprise nobody that cloth seats always feel warmer in the winter and cooler in the summer—even when contacting bare skin after direct sunlight exposure. The material also presents less resistance to heating, so you'll generally tend to feel the warmth from seat heaters faster. Despite their inherently breathable nature, Volvo at least does not offer a ventilation/seat-cooling option with either its Tailored Wool Blend or City Weave Textile upholstered seating.

What About Cleanup, Care, And Maintenance?
First, how big a slob are you? Inveterate drive-thru diners who regularly juggle sloppy Big Macs while driving will probably find that leather/pleather/vinyl products wipe clean easier. Long-haul car owners who read their owner's manuals and attempt to adhere to the recommendations therein will find that greater care and maintenance is recommended for leather. Case in point: The manual in our XC90 T8 devoted just 84 words to describing how to clean the wool blend but prattled on with 267 words of advice for maintaining the leather, including a recommendation to apply protective cream quarterly. I can tell you this much: Volvo deems Tailored Wool Blend kid-friendly enough to offer its $300 integrated center booster cushion. I'd cheerfully order up a textile interior and just apply some Scotchgard from time to time.

Might The Fad Be Returning?

Way back in the era of chauffeur-driven "town cars" featuring an enclosed passenger compartment and an exposed front seat, Jeeves sat on durable, weather-resistant leather, while His and Her Grace luxuriated in mohair, wool, or other sumptuous fabrics. Velvets and other fabrics remained popular in luxury cars well into the '60s, and wool remains the fabric of choice for "Toyota's Rolls-Royce"—the Century—because it's deemed more dignified; fidget as you will, a wool seat will never make the flatulent noises leather can. Bentley has just reintroduced a Mulliner Tweed interior, using fabric sourced from Scotland, though it's generally used to adorn the door panels. (Of course, companies like Bentley and Rolls-Royce will cheerfully swaddle any part of their cars in any material you desire if the price is right.) We must point out that one of our favorite cloth upholstery offerings of all time remains available on the 2021 Volkswagen GTI: Clark Plaid cloth inserts. Come on, Tesla, why not double down on your new Plaid powertrain by offering a nice tartan upholstery package?


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► 400bhp, 100mpg, 0-62 in 5.8seconds
► Swedish seven seater
► Frugal and fast - but not at the same time

Back when Elon Musk was merely known for crashing his McLaren F1 and Jeff Bezos was a bookseller, Volvos were safe and sturdy cars made for ferrying around your offspring.

Fast forward to today and the brand has evolved into a stylish desirable car marque that no longer just trades off being the safest around.

Keep hitting the fast forward button and you'll see that a new Volvo XC90 is due in 2021. It'll be a hybrid and EV only affair.

With this in mind - is the XC90 worth buying still? Or should people wait for the new car?

The best hybrid SUVs - on CAR

The XC90 T8 hybrid, or Recharge for short, is the most expensive, cleanest, frugalist, and quickest car of the XC90 range. Its raison d'etre is that it's a seven-seat plug-in hybrid - something of a rarity still.

It's aimed at the middle classes who can't quite commit to a fully-electric car, but still want the tax breaks and street cred associated with one.

While there's also a hint of the Q-car about it. Lovers of stealthy performance cars will be salivating at the thought of a 2.3-tonne family-hauler cracking the 0-62mph sprint in less than six seconds.

A 400bhp, £60k Volvo hybrid with a crystal gear selector

Expensive, fast, stylish and beautifully crafted, it’s a standard-bearer for the Swedish marque in its assault on the premium establishment, a move that’s being met with more success than Volvo dared hope.

The XC90 uses Volvo’s SPA scalable product architecture. It also underpins the S90 saloon and V90 estate, while the chassis was designed from the outset to package electric powertrains. In the T8 a petrol engine in the nose drives the front wheels via an eight-speed auto gearbox. A generator sandwiched between the two rapidly cranks the petrol engine into life, boosts torque and charges the battery as required.

The cells, housed in the central tunnel a propshaft normally calls home, feed a large single electric motor on the rear axle that also generates electricity under braking. A control unit in the engine bay synchronises the two power sources, ensuring happy, efficient collaboration and all-wheel drive when required.

Does the XC90 Recharge feel 400bhp fast?

Not quite – think effortless performance rather than unlikely dragster. Mash the throttle to the carpet in Power mode and the T8 launches pretty smartly, the battery pouring power into the electric motor as the turbocharged and supercharged direct-injection 2.0-litre four slogs its guts out. As a performance powertrain it’s undoubtedly effective, the claimed 5.8sec 0-62mph feeling entirely believable, but the car’s not inconsequential weight (2343kg) blunts performance.

This kind of heavy-footed tomfoolery also feels pretty inappropriate, not because the chassis can’t cope – far from it – but because the petrol engine’s strains lack charm, shattering the XC90’s otherwise very endearing serenity. Volvo insists a more sonorous higher cylinder count would have been incompatible both with the firm’s product architecture and the wants of environmentally responsible consumers. Certainly the four-cylinder engine contributes much to the T8’s headline figures of 63-76g/km of CO2 and 83.1-100.9mpg on the combined cycle, though, after running one for six months, we can safely say the latter is an almost impossible figure.

The obscene three-figure MPG rating is synonymous with the plug-in hybrid car. We reckon if you charged religiously, and never drove more than 100 or so miles, the figure might be someway achievable. But the real hindrance to the XC90 is that when the battery is bereft of charge, you're realistically looking at a sub 30mpg car.

Volvo quotes an official electric range of 31 miles, but with day-to-day mixed driving expect more like 20.

Back to the drive modes. It's better to select the Hybrid and trade a little of Power’s throttle response and poke for improved economy and some far more agreeable peace and quiet. Either way the integration of electric and petrol power is almost seamless. At smaller throttle openings the petrol engine chiming in and out is almost undetectable, and the brake pedal is similarly well resolved, passing through the regenerative phase and into hydraulic braking with no discernible shift in resistance.

The usual PHEV functionality ensures a good degree of control: choose Pure mode to use only electric, select Braking on the gear selector for stronger regenerative braking on downhill runs, or even a lower gear for increased engine braking; use the instrument display or the dead-spot in the throttle pedal’s travel to stay on electric power, rather than accidentally triggering the petrol engine’s assistance.

High-rise limo or lively steer?

Air-suspended XC90s deliver an impressive drive, blending a cosseting ride with impressive body control. Appropriately there’s a little initial roll before the outer air struts take up the slack, lending the 5m-long seven-seater the wieldy feel of something much smaller and lighter.

Conventionally sprung XC90s manage a good impression of the same body control but lose a good deal of the ride quality, occasionally running out of answers on the kind of weather-beaten roads the UK does so well. So budget for the air suspension, which also drops the rear of the car by 50mm on demand for the easy loading of heavy furniture and arthritic dogs.

Back to that crystal gear selector

Curious timbers, machined aluminium and acres of beige leather don’t sound too promising but, almost irrespective of colour choice, the XC90’s is one of the finest interiors out there, certainly in anything like a comparable price bracket.

Fit and finish are exemplary, the design striking in a very pleasing, understated way and the overall sense of light, space and uncluttered calm the perfect ally to the T8’s potential for 31 miles of near-silent pure electric transportation. Additional NVH work has banished much of the background chatter of fans and compressors a combustion engine’s machinations normally mask, leaving an impressive and luxurious absence of noise.

Although the heating/cooling functions are controlled via the car's touchscreen. Which is annoying and fiddly on the move. Turning the heated seats on to their full power requires three stabs at the screen, for instance. And we can't help but the crystal gear selector is a bit...much.


The XC90 is fundamentally a very fine SUV, and the hybrid powertrain has much to recommend it, not least the tax breaks afforded by its miserly CO2 output. While obviously 400bhp means it shifts like a V8.

However, for most people a diesel-engined XC90 delivers comparable if not superior economy, particularly if the battery’s never charged from the grid (50% of its existing PHEV owners don’t, according to Volvo) but the T8’s potential for both lunging bouts of acceleration and silent electric running is hugely attractive. Much like the car itself.

Since being launched, other manufacturers have caught up by offering plug-in hybrid SUVs. Audi, Range Rover, and BMW all have these in their arsenal - and all are newer too. Yet, the XC90 still delivers in being devastatingly fast and handsome, and nowhere near as audacious and flashy as them.

Source: carmagazine.co.uk

Published in Volvo
Sunday, 15 November 2020 07:04

Volvo XC40 Review

The Volvo XC40 is quite a head-turner. Its tough, chunky SUV styling blends typically Scandinavian minimalism with eye-catching cues, such as an optional two-tone paint scheme where the roof contrasts with the rest of the body.

It also blends typical Volvo virtues like comfort and space with the high driving position and in-town manoeuvrability of a small SUV. Unlike small SUVs from other manufacturers, which have a tendency to be a little like scaled-down copies of larger models (the BMW X1 and X3 spring to mind here), the XC40 its own distinctive style.

In fact, it’s more youthful-looking than its more mature big brother, the XC60 – think of it as funky tee to the XC60’s tailored shirt.

The XC40’s interior still delivers on the minimalist cool you’ve come to expect from modern Volvos, but in this case, there’s a more contemporary tone. Examples of this include the door trims, armrest and handles, which are made out of a single piece of plastic and have colour-coded felt-lined inlays. This design not only adds a dash of vibrancy to the cabin but also frees up space for larger capacity door bins.

Cleverly thought-out storage solutions are a bit of a theme in the XC40 – the central armrest features a removable section that can work as a small waste paper bin, while the large, well-shaped boot offers a pop-up divider to help hold shopping bags in place. Both front-seat and rear-seat occupants will have plenty of space, too, and as a driver, you’ll find it easy to find an ideal driving position whether you’re small or tall.

There are some imperfections, though. Poke around a bit and you’ll notice some trim pieces feel of poorer quality than you might find in an Audi Q3. And, while the portrait-style infotainment system may look smart, being a touchscreen, it isn’t as easy to use when you’re driving as the rotary controller you get in a BMW X1.

Speaking of which the BMW is the slightly more fun car to drive. Yet that doesn’t mean the Volvo XC40 leans like a listing ship in the bends – it handles as well as you need an SUV to handle. And it gets the basics spot on. It’s comfy over bumps, effortless in town, and relaxing on the motorway.

Okay, so the engines and gearboxes in the XC40 aren’t quite as good as those in the comparative German models but this shouldn’t be a dealbreaker. The entry-level T3 petrol is punchy enough for town use and, if you do lots of miles, the economical D3 diesel is more than up to the job. You don’t really need to pay extra for the more powerful engines, although company car drivers should keep in mind the Recharge plug-in hybrid models because they’ll be the cheapest to own.

There are some upgrades worth considering though. The Volvo XC40 is one of the safest new cars on the road as standard, but it is available with extra kit such as blind-spot monitoring. You can also get an advanced cruise control system which will keep you a safe distance from the car in front, will steer to keep you in lane and even work in stop-start motorway traffic.

Of course, all this adds to the price, but the XC40 is still quite competitive for a posh small SUV – but check out our Volvo XC40 deals to see how much you can save on one. Or click the links below to get offers on our recommended XC40 model.

How practical is it?

The Volvo XC40’s interior has room for four adults and an impressive amount of storage space in the doors. The boot isn’t the largest, but it is well designed and packed with features

What's it like inside?

The Volvo XC40’s interior has a classy minimalist design and an eye-catching infotainment screen. Sadly, it’s not the easiest system to use and the XC40 also suffers from patchy build quality.

 Volvo XC40 interior

The Volvo XC40’s interior has a classy minimalist design and an eye-catching infotainment screen. Sadly, it’s not the easiest system to use and the XC40 also suffers from patchy build quality.


The Volvo XC40’s interior has a premium look and feel that marks it out from well-built but dowdy mainstream alternatives such as the Volkswagen Tiguan. In fact, it’s classy enough to be considered an alternative to posh SUVs such as the Mercedes GLA, Audi Q2 and BMW X1.

That said, none of them have the Volvo XC40’s portrait style, 9-inch infotainment screen. It means that conventional buttons are kept to a neat single row in the centre of the dash, including a large volume knob in the centre that is easy to reach for when you’re on the move.

The infotainment system’s design is exactly as you’ll find on larger Volvos, but the XC40’s youthful, bright Lava Orange carpet and door trims (available as an option on R-Design models) certainly aren’t.

That’ll help the XC40 appeal to you if you’re young. You’ll also like its soft-to-the-touch plastics and expensive-looking trims. The only problem is the construction, which has inconsistent gaps between panels that you wouldn’t find in an Audi Q2.

On the upside, even entry-level Volvo XC40 Momentum models get textile-vinyl (friends will assume they’re half-leather) seats and Urban Grid Aluminium trim pieces that look very nice.

Sportier-looking R-Design models get leather-nubuck upholstery, a leather-trimmed steering wheel and gear knob, as well as aluminium inlays.

Inscription models are the poshest, and come with a full leather interior and unvarnished wooden trim pieces that looks as good as anything Mercedes has to offer.

If you’ve ever used an Apple iPad then you’ll have no problem operating the Volvo XC40’s 9-inch infotainment display. It lets you swipe between menus and pinch to zoom in on maps, and has a conventional ‘home’ button at the bottom of the screen so you can skip quickly to the main menu.

Entering a postcode is easily done while you’re parked – either by writing in the letters with your finger or by typing them in via the onscreen keyboard – but it’s fiddlier to do when you’re driving than it is in the BMW X1 or Audi Q2.

In fairness, the Volvo XC40 wins some points back by offering an app for your smartphone, so you can programme the sat-nav without even having to leave the house. You can also use it to preset the cabin temperature or open the car remotely.

On top of the central infotainment screen, you get another 12.3-inch digital driver’s display that’s an option on the BMW and Audi. It’s customisable, so you can flick between conventional dials or having a large map display for the sat-nav right in front of your eyes.

Completing the Volvo XC40’s audio-visual package is a standard stereo that has a very healthy 250W output and eight speakers. That should be enough for casual music fans, but if you’re a full-blown enthusiast you’ll want to tick the box for the 13-speaker, 650W Harman Kardon system that can envelop you in a wave of sound.

 Source: carwow.co.uk

Published in Volvo
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Tuesday, 29 October 2019 06:15

2020 Volvo XC70

The company from Sweden plans to expand its range of car models. The 2020 Volvo XC70 will be a positioned between the XC60 and XC90. According to information, it will move to a medium size segment, luxury and comfort. Top safety scores and continual updates to safety features put the Volvo Xc70 among the safest cars in its class.

2020 Volvo XC70 Engine
The compact XC60 and XC90 medium sizes use the T5 and T6 engines, and there is no reason to exclude the Xc70 from the power of one or both models. The basic T5 is a four-cylinder four-cylinder 2.0-liter unit. It generates 250 hp and 260 Ib-ft of torque. It has a standard front-wheel drive, while the four-wheel drive is optional. The automatic gearbox with eight speeds is a power router, while there is also a fuel saving plug in the form of a Start / Stop function. The T6 is a powerful car that delivers 316 hp and 295 Ib-ft of torque at the exit. 2020 Volvo XC70 will only be available with AVD. The T5 and T6 are very capable of driving, and the new 2020 Volvo XC70 can count on a £ 5,000 pound capacity. It will offer its customers a plug-in hybrid T8 engine, which can break 400 hp and 470 pounds per minute. The fuel economy is increased to 25 mpg or 60 MPGe. The PHEV model can only be powered by electric power, so be sure that the new 2020 Volvo XC70 comes much better than its predecessor.

The new look of XC70
The company is one of the leaders in electrification, so it would not be surprising that the new XC70 will come up with an electric battery that will be able to get up to 500 miles and headlamps up to 400 miles.

2020 Volvo XC70 Interior
The company works to increase quality, and the new model Xc70 will have Auto Drive features of Level 3. This self-driving system gives drivers the ability to do something else while driving while safely reaching their destination. Also, there will be a function of maintaining the lane with automatic braking and steering, as well as a great parking system. We expect a full leather upholstery, a large screen for information and entertainment that will be located in the center of the dashboard. There will be elements and elements from your Ambience Interior concept. The combination of visual and sound as well as scented effects, but the easy access from a phone or sound application allows you to choose the ambience according to your mood.

2020 Volvo XC70 Price
The price on new Xc70 will not be below $ 80,000. Of course, the price will grow if you add certain details like the Ambience interior system. In case you decide to drive for conventional drives, the cost will be between $ 40,000 and $ 50,000, while the Plug-in hybrid T8 engine will be available for about $ 65,000.

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