Review: Volvo XC40 Recharge Pure Electric - Better as an EV?

• Most powerful EV in its class
• Available as ICE-only, PHEV, and EV
• Should you pick the EV variant?

Hot off the launch of the Volvo XC40 Recharge EV, Volvo Car Malaysia had arranged a media test drive for it and we’re bringing you our first impression of the EV.

Here’s a quick recap - the Volvo XC40 Recharge EV represents the company’s first all-electric model and the first EV to be locally-assembled (CKD) in Malaysia, going head-to-head against the also-recently-launched Mercedes-Benz EQA. 

Also read: Launched in Malaysia: Volvo XC40 Recharge EV - First CKD EV, 408 PS/660 Nm, 418 km range

Its pricing and detailed specifications have yet to be announced, but we do have a few key numbers for it. First up, power figures – 408 PS/660 Nm, making it the most powerful yet in its segment. The figures come courtesy of a dual-motor setup, one on each axle which propels all four wheels (AWD).

The Volvo XC40 Recharge EV has a 78 kWh battery that gives a driving range of up to 418 km on the WLTP cycle. It proved to be more than sufficient for our route that took us from Saujana Hotel near Subang Airport to Janda Baik, then up to Gohtong Jaya at Genting Highlands, and back to the starting point.

What’s the Volvo XC40 Recharge EV like to drive?

Quite unusual at first, even if you’ve driven some of the EVs on the market like the Nissan Leaf or Hyundai Kona EV. For starters, there is no start/stop button.

So you have the key fob with you, get in, step on the brake pedal (which basically ‘starts’ the car), flick the gear lever to drive, and you’re off. To shut the car off, simply get out and lock the car. It’s that straightforward.

On the move, the powertrain as silent, smooth, and instantaneous as you’d expect from an EV. There’s a driving feature that’s activated by default called One Pedal Drive, which as its name suggests, allows you to drive without needing to use the brake pedal.

It accelerates normally by stepping on the accelerator pedal but when you lift off, it slows down at a noticeable rate all the way to a complete standstill. However, its calibration doesn’t feel as natural as in the e-Pedal mode in the Nissan Leaf, which felt more linear and easier to get used to.

Because of this, the initial moments of driving can be a jerky experience and some of the fellow members of the media turned the feature off almost immediately. But we stuck by the feature and eventually got accustomed to it.

As for the performance, it feels every bit of the 660 Nm of torque. Give it the beans at standstill and it will take off like spooked cat. No drama, no puff of smoke from wheelspin. That’s the traction of AWD and over 2-tonne kerb weight.

Steering is rather responsive for an SUV, reacting keenly to inputs. There’s a firm mode that adds a bit of weight, which is ideal for highways as it makes the car less susceptible to unintended overcorrections and less twitchy as a result.

Handling wise, the weight transfer is rather obvious as it leans and pushes the tyres to do their job. There’s a decent level of traction but it never really feels at home around tight, twisty bits. 

As with most cars that has regenerative brakes, it takes a bit of getting used to due to the transition. But it is better calibrated than the PHEV version of the XC40 T5, being more progressive with less of the ‘on/off syndrome’.

How’s the comfort level?

In terms of ride quality, it’s not quite up to expectations unfortunately. It’s rather busy on highways and doesn’t feel as plush as you would expect. Also, sharp edges do send a jolt to the otherwise calm cabin. 

It does claw back some brownie points from the front seats as they are rather comfortable and supportive with no pressure points anywhere. They’re not as plush as the higher-rung Volvos like the XC60 or XC90, but still commendable nonetheless. 

The rear seats however – just like the regular XC40 – has a short seat base and an upright seatback so we’d imagine that it wouldn’t be as comfortable the front seats on longer journeys, for adults at least.

Cabin noise levels are subjectively low, though tyre noise is apparent due to the lack of powertrain noise. We’ll confirm the objective noise level readings once we get out hands on it.

Any range anxiety?

Not really, because we knew where we were going and the car actually gives as estimated percentage remaining at the destination set on the navigation. 

Our round trip in this event covered 197.6 km. Before setting off, it showed a charge reading of 94%. After returning, it had 42% charge left. The onboard computer said it had 190 km range left if driven economically. Bear in mind that the drive wasn’t exactly economical, so the 418 km distance claimed appears to be achievable.

Also read: Volvo: Limited range and Malaysia’s charging infra not a concern for luxury EV buyers

Conclusion

Initial impressions of the Volvo XC40 Recharge EV are generally positive, with the exception of the ride quality. The rest of the car points to a well-executed EV that simplifies driving. We might even like it more than the XC40 T5 Recharge PHEV.

That being said, these are our first impressions from the brief drive, do stay tuned for the full review once we have the car to ourselves. All that’s left at the moment is price, which will ultimately decide if it’s a worthy option to the other two variants and to the Mercedes-Benz EQA.

Also read:

Volvo wants to overtake Porsche for No.1 luxury EV brand in Malaysia, targets higher than global

Malaysia to get the new Volvo XC40 facelift in 2023; Differences vs 2022 model here