VOLVO XC40 2019

Body, cabin and cargo space

The 2019 Volvo XC40’s boxy, compact shape makes it look smaller than it actually is. In reality, its high profile helps create a brighter and more airy interior than that of its main competitors.

It is easy to slide into the front seats, but the narrow passage between the B-pillar and the rear bench hinders access to the back. The cabin can accommodate four adults without much difficulty, which is quite rare in a vehicle of this size.

It is actually taller drivers who are the most challenged. Their right knee can rub against the wide centre console, and the cumbersome footrest reduces left legroom. What’s more, it is almost impossible to keep your right hand on the wheel with your arm resting on the centre armrest, because it is too short. These inconveniences can be overcome by sliding the seat farther back—if you don’t mind driving with your arms stretched. Volvo did a much better job in this respect in the XC60 and XC90.

The perfectible driving position casts a shadow on the nearly ideal comfort of the front seats. Their typically European firmness is in no way a problem on long trips. On the contrary, it reinforces the excellent support of the bucket seats, in the best Volvo fashion. The adjustable seat cushion extensions were praised by all our testers, unlike those of the BMW X1, which dug into the back of the legs of shorter people.

The rear bench has a well-shaped backrest, but the cushion is too low for good thigh support. The 60/40-split seatbacks can be folded at the touch of a button near the liftgate, if you add the right options package, and there is a pass-through for long items. The seats fold completely flat to the floor.

Like the cabin, this cargo area is surprising for its volume: one of our testers was able to load an enormous hockey goalie gear bag without folding the seatback. The carpeting on the sides will hold up better than plastic and is better at supressing road noise. Volvo provided a handy underfloor storage space for the rigid luggage cover, but you have to spring for a costly option package to get a 12V outlet.

Finish and convenience

Like the body, the Volvo XC40 cabin is clearly distinguishable from that of its German rivals. The ambiance is sleeker and the design, more subtle. Materials are upscale for the price; depending on the model and colour scheme, they warm the atmosphere, or complement the contemporary look of the dashboard, like our R-Design tester’s aluminum accents, black Nubuck seats, and orange trim carpeting trim, extending right to the doors!

The dashboard is a close copy of that of the Volvo XC60 and XC90. The crisp instrument display is all-digital and easy to read once you master it—ideally, before driving off, because of the multiple display choices. For example, you can opt for a sporty red theme, instead of the usual grey surrounds, and display the navigation map between the dials. All that’s missing is a head-up display as found on the large Volvo SUVs or the BMW X1.

The centre touch screen is a different story. Its crispness, graphics and rapidity are impressive, but it is challenging to use on a daily basis. Similar to a tablet, you have to swipe and scroll to access overall features. Certain common functions are missing, like radio station presets. What’s more, you must use the screen to access most of the climate controls as well as the heated seat and steering wheel features. As a result, you very often have to take your eyes off the road, which seems highly contrary to Volvo’s safety tradition.

Even the gear selector needs getting used to, as it has to be pulled or pushed twice to engage Drive or Reverse. Again, with their traditional lever, the Volvo XC60 and XC90 do better. They also offer a fantastic Bowers & Wilkins sound system that is unavailable in the XC40. The latter can get a Harman Kardon system that is clear but not as powerful as systems from the same provider in the BMW X1 and Mercedes-Benz GLA.

Volvo deserves an honorable mention for the XC40’s clever storage spaces, including a small trash bin with an automatic lid, which easily removes from the centre console. Unfortunately, the automaker maintains its deplorable policy of scattering popular options amongst different option packages. Hence it will cost you $4,650 to get a heated steering wheel at the same time as a power liftgate and blind spot monitoring!

Safety features

• Antilock brakes with electronic brake force distribution and brake assist
• Stability and traction control
• Front airbags
• Front side airbags
• Side curtain airbags
• Front seatbelts with pretensioners
• Five adjustable head restraints with front seat whiplash protection
• Tire pressure monitor
• Rearview camera
• Forward collision alert with automatic low-speed emergency braking and pedestrian detection, lane departure alert and automatic lane keep, automatic high beams
• Parking sensors and blind spot monitoring with rear cross-traffic alert (included in Vision package)
• Adaptive cruise control and lane-centering assist (included in Convenience package)

Crash test results

National Highway Traffic Safety Administration (NHTSA)
Overall score: Not tested
Frontal impact: Not tested
Side impact: Not tested
Rollover resistance: Not tested

Insurance Institute For Highway Safety (IIHS)
Moderate overlap frontal impact: 4 / 4
Small overlap frontal impact:
- driver side: 4 / 4
- passenger side: 4 / 4
Side impact: 4 / 4
Rear impact: 4 / 4
Roof strength: 4 / 4

IIHS Top Safety Pick+

Visibility

While the generous glass surface makes for a bright cabin, it does not provide the good visibility you’d expect, at least on the sides. At fault are the wide B- and C-pillars and the truncated shape of the last side window. The blind spot monitoring system compensates adequately, but it is an option on all versions—an inexplicable policy on the part of the pioneer of this system.

Engine and transmission

All Volvo XC40s shipped to Canada come with a 2.0L turbocharged direct injection four-cylinder that outputs 248 horsepower. That is notably more power than its rivals; the same goes for its 258 lb-ft of torque, fully available starting at 1,800 rpm. The resulting high flexibility provides pleasant city driving, and lively pickup for easy merging and passing.

Smooth and relatively quiet, except during warmup, this engine is mated to a very competent eight-speed automatic transmission. It shifts rapidly and fluidly and downshifts promptly, to the appropriate gear, when necessary. The manual mode functions well but it doesn’t seem useful, except to increase engine braking in hilly terrain.

True to current trends, a drive mode selector modifies throttle, transmission and steering reaction to enhance comfort, dynamics or fuel economy. The difference between modes is clearly noticeable, which is not always the case with these systems. Individual Mode lets you personalise the settings, for example to sharpen the steering without unnecessarily delaying gear shifts at highway speed.

Buyers in the United States can get a front-wheel-drive XC40 that is more fuel-efficient than our all-wheel-drive XC40, but it is unlikely it would enjoy the same popularity here, with our northern climate.

Ride and handling

The Volvo XC40 is not as openly sporty as a BMW X1, but it nonetheless leans more towards dynamics than comfort. Or at least that was the case for our R-Design tester, with its optional 20-in. wheels.

The firm suspension ensures a relatively neutral ride and tight control of body movements in turns. Steering is precise and easy with very good straight-line stability on the highway. While it is too light in Comfort mode, it livens up and adds to driving enjoyment in Dynamic mode.

Good soundproofing makes long trips more serene. Suspension damping is adequate on the highway, but it is another story in town, where pavement imperfections are transmitted into the cabin fairly easily. Based on our experience, things should improve with the standard 18-in. tires, but we won’t know for certain unless we try them.

Some test drivers have found that the brakes are too sharp; clearly, there is no lack of power. Volvo deserves praise for including automatic emergency braking as standard equipment, three years before the industry’s self-imposed mandatory date.

Tested in fresh Fall snow with all-season tires, the all-wheel-drive system proved responsive for a system that sends power to the rear wheels only when necessary.

Inspection

The following points were noted in our inspection at a CAA-Quebec technical centre:

• Practical telescopic struts support the hood
• Windshield wiper fluid tank well-placed on the right side of the engine compartment
• Plastic fuel tank will not rust
• Generous rustproofing on the underside of the vehicle
• Parking brake is electric, which usually requires less maintenance than a cable system
• Compact spare tire stores under the trunk floor