Volvo’s XC40 B5 AWD – MILD CHILD

Volvo’s XC40 B5 AWD

MILD CHILD

It’s a bit of a box, but then, so is Golf’s GTI, Toyota’s recently reviewed Corolla hatch and Kia’s new K4 Hatchback. The XC40, however, is positioned as a small sport utility, and given its footprint in my garage, it seems almost midsize. In comparison, my oft-mentioned ’06 Grand Cherokee – on the other side of that garage – sits on a wheelbase three inches longer while occupying an additional 12 inches of floorspace, but the Volvo is almost a half inch wider – and from behind the wheel when backing it into that garage, the Volvo feels it. Within its 4,000 unladen pounds is a Benz-like solidity that fully reflects the values of the Swedish car industry and the seasonal variations (the Swedes have Ice Block parties!) to which its vehicles are exposed. 

If you grew up as I did, enjoying the ‘rightness’ of the Volvo wagons and sedans, some 50 to 60 years later those wagons and sedans – from any OEM – are few and far between. In their collective absence we have the crossover, and there’s a lot to be said for its relatively compact footprint (if we can overlook the width!) and expansive utility. 

In the walk-up the XC40 offers the prototypical 2-box proportion, with a relatively upright stance, reasonably generous greenhouse and somewhat minimal front and rear overhangs. And since it isn’t the XTR/XRT offroad derivative of an XC40 (despite ‘XC’ representing – at one point in Volvo’s history – Cross Country), stepping in to the Volvo cabin is easy, while stepping out represents almost no risk at all. Subjectively, I find a lot to like in the XC40’s sheetmetal and proportion, and when coated in Volvo’s Denim Blue Metallic (Forever in Blue Genes?) it’s positively striking. 

Once inside the XC40 offers generous room – and genuine comfort – in front (4-way power lumbar support!), while two can enjoy that same level of comfort in the rear…but don’t try the third passenger, unless you’re taking an anorexic 10-year-old to his or her weigh-in. But legroom, headroom (even with the expansive sunroof) and shoulder room are adequate – for four adults – throughout, and with some 20 cubic feet of cargo space behind the rear seat the four of you could (and should) go somewhere!

With that, if spec’ing your XC40 with the same off-white leather of our test XC40, leave the Cheetos at home, as this is not the interior environ for your 6-year old, unless the kid came with a carwash membership.

In front of the driver is a perfectly proportioned wheel, vehicle info provided via a digital representation, and to the immediate right is a proportional display of infotainment. If you own an XC40 you’ll get comfortable with that display fairly quickly, but if you’re driving it for less than a week you might find it less than intuitive. We prevailed, in part because my wife Tina also serves as my vehicular tech geek. 

But then, Tina didn’t drive the XC40, not tapping into the turbo’s DOHC inline four, delivering as it does 247 horsepower and 258 lb-ft of torque to all four wheels via its 8-speed automatic. At tip-in those 247 horses feel relatively benign, but according to the team at Car and Driver 0-60 can be reached in as little as six seconds, while 100 arrives in 16.7 seconds. This is genuinely quick, but then, within the context of the XC40’s ‘mild hybrid’ spec, its 23 City/30 Hwy/26 Combined EPA estimates are – at this moment – almost thirsty. On its test loop Car and Driver obtained just 21 miles per gallon, begging the question: What’s the Swedish term for thirsty?

Offsetting the fuel penalty is a comfort/handling compromise that doesn’t seem a bit compromised. The ride is extremely comfortable, while handling is as composed as 4,000 pounds of family hauler should be. It’s almost French in its comfort level, and given its assembly in Belgium, perhaps there’s a little bit of cross-pollination. Regardless, for its intended purpose the XC40 hits well above its weight.

And then, of course, is the price point. In our test vehicle’s Ultra trim, and with almost $4K in optional 21-inch alloys, the XC40’s MSRP was just over $57K. And that, in this freelance view, is too much. The good news: You can purchase all that the XC40 has to offer with this footprint and mechanical package for as little as $46K. And that’s a viable buy. 

How do you say ‘bargain’ in Swedish?