Similarly, an XC60, a larger and gas-powered Volvo SUV, is markedly nicer inside. I later tested a Genesis GV60, a similarly priced and size car, and that interior blows the Volvo away It's like comparing Ikea furniture to Pottery Barn. Passengers felt similar, too, when compared to other vehicles I've sampled at similar prices. Materials didn't impress (no leather is used here) and some things were plain flimsy. Volvo is moving upmarket with some real luxury car credentials these days, but I thought the C40 felt and looked too cheap on the inside. At around $62,000 as-tested, this Volvo is just too much money. Speed isn't everything, though it can be a strong selling point. The C40 and EX40 both were just as efficient as a base 2WD VW ID.4 with nearly half the horsepower, a nice accomplishment. With a little planning involved for chargers, driving this round trip to the Bay Area and back wouldn't be a serious concern. Not groundbreaking by any means, but decent enough for a smallish battery pack size and for running about in your local areas. With 75 kWh of usable energy available, that would equate to a range of 225 miles. When driving with economy in mind, I was able to extract 3 miles of range for every kWh from the battery pack, a figure on par with most other EVs despite this Volvo having gobs more power at the ready. Switching between the two can also help maximize your range. It takes some getting used to, but I rather like the involvement that one-pedal-driving can bring. You can choose between no regeneration and treating it like a normal combustion car, or utilize the kinetic energy recovery, meaning you can drive almost completely with just one pedal. There are different drive modes that do substantially increase power and throttle response as well as regenerative braking. While you can cover ground quite hastily, this is no sports vehicle. However, quickly changing direction is sloppy and shows a definite unsporting character. Its ability to distribute power between axles is quite remarkable in this regard for slingshotting out of bends. Luckily, I was impressed and surprised by how much speed you can carry safely, despite this being a shopping cart of a crossover SUV at its core. This vehicle has so much power that, on curvy roads, you really do need to be aware of your right foot as distances between corners do shrink quite quickly with heavy feet. The steering might be dead, but it turns accurately with excellent traction when exiting corners and an ability to 'hold its line,' in other words, to not understeer into a tree. While on the road, the C40 drives cleanly and competently in most aspects. For a small vehicle, storage and interior space are decent in the front and rear seats even. The styling inside and out is fresh and modern, even if I highly dislike the blue carpets inside this particular example (they're optional). The XC40 EV is also similarly rampant when prodded. The acceleration is pure rapid, and not something I was expecting from a Volvo crossover. This can be fun, until your significant other starts complaining, that is. From a walking pace, stabbing the accelerator can result in legit neck-snapping of occupants who are not expecting it. With 402 horsepower and all-wheel drive, 0-60 MPH takes about 4 seconds flat. In fact, this is one of the quickest vehicles I've ever tested. This is primarily a review of the C40, but because the two are so closely linked, there will be many mentions of the XC40 as well. It costs about $62,000 as equipped and is about identical to the electrically-converted Volvo XC40 Recharge EV that I also tested back-to-back, a crossover of the same size based on the existing XC40 compact utility vehicle. It has a funky design that is undeniably the shape of an 'electric car,' and it has 400 horsepower for on-paper and charging station bragging rights (I literally nearly wrote gas station there.). Volvo's first electric-only vehicle, meaning the C40 is only available as an electric vehicle and will only ever be an electric vehicle.
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