Volvo EC40 review
At a glance
| Price new | £52,555 - £63,105 |
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| Used prices | £25,584 - £33,550 |
| Road tax cost | £0 |
| Insurance group | 35 - 41 |
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| Fuel economy | 3.3 - 3.8 miles/kWh |
| Range | 276.5 - 345.5 miles |
| Miles per pound | 5.2 - 11.2 |
| Number of doors | 5 |
| View full specs for a specific version | |
Available fuel types
Fully electric
Pros & cons
- Blistering performance
- Top-notch interior quality
- A comfortable place to be
- Infotainment is starting to show its age
- Handling doesn’t match its looks
- Coupe body means less headroom
Overview
The electric SUV formerly known as the Volvo C40, then the C40 Recharge, is now the EC40. Rebadged to align with Volvo’s electric naming strategy, the coupe SUV has also been subtly tweaked for 2024 with a better battery range and a smidge more power.
Based on the Volvo EX40, which is based on the Volvo XC40, the EC40 sacrifices six whole litres of boot space in the name of a raked roof and some extra style points. The coupe-SUV fashion trend isn’t going anywhere soon, and Volvo’s take is exceptionally sleek.
Its key rivals are the similarly priced – and similarly smoothed-out – Audi Q4 Sportback e-tron and BMW iX2. It’s also got in-home competition in the form of the Polestar 2.
Keep reading to see how the EC40 copes in this increasingly popular segment. If you’d like to know how we test cars, take a look here.
What’s it like inside?
Anyone who’s sat in a Volvo XC40 will immediately feel at home here, and changes are minimal. The interior is arguably starting to show its age in the face of competition from BMW and Audi, but it still boasts the hallmark quality you’d expect from a Volvo. Everything feels screwed together properly, but it does feel planted in 2017 when the XC40 first debuted.
It’s a comfortable place to be thanks to the seats, which are class-leading, and there are some stylistic touches to keep it interesting. The GCSE-geography topography trim won’t be to everyone’s taste, but it is at least unique and, dare I say classy, when backlit.
The nine-inch portrait infotainment system is powered by Google works well. Most apps work seamlessly, but there’s no Android Auto option, only a wired Apple CarPlay connection.
The sleeker roofline does impact headroom, even the glass panoramic roof can’t lift the slightly cramped feeling. The biggest casualty from the EX40 is rear visibility which is simply atrocious. That slopped rear window only allows for slither of vision out the back. It’s a good job the Ultra edition we tested was fitted with Volvo’s 360-degree parking camera.
The boot is not an especially big boot by Volvo’s load-lugging standards at 404 litres, but it cleverly uses the space. To resort to tired Swedish puns, the modularity of the boot puts an IKEA Billy bookcase to shame. The in-built divider works well for smaller shopping trips, and exposes the deep second boot under the flat floor. The front storage houses a 30-litre secondary boot that’ll house the charging cable neatly.
What’s it like to drive?
Like with the interior, we could quite happily copy and paste the findings from our test of the Volvo EX40, there’s an indiscernible difference between the two from behind the wheel. We spent our time in the Single Motor Extended Range model producing 231hp and found it to be sprightly enough for pretty much anyone’s needs.
The all-wheel drive Twin Motor example by comparison is almost comically fast. With 408hp and a 0-62mph time of 4.7 seconds, only a Tesla Model Y can give it a run for its money for outright acceleration in its class.
This performance writes cheques that the handling can’t quite cash. The steering, while nicely weighted doesn’t offer much feedback. There’s plenty of body roll too, especially when tackling roundabouts. It never feels wayward, the stability control kicks in eagerly to keep the EC40 feeling safe and secure.
Driving the EC40 couldn’t be easier, Volvo has kept only the essential controls required to drive. There’s no parking brake or even a starter button. It is quite simply get in and drive. This simplicity is continued to the limited driver adjustments. You can toggle heavier steering or engage ‘One-Pedal Drive’, which ramps up the regenerative braking so you can stop the car without touching the brake pedal.
It works best around town where it can reliably and accurately be used to stop in traffic. It is however too eager to stop at motorway speeds, the ability to dial the regenerative braking up and down would help a lot here. I found myself turning it off for any journey that involved the national speed limit.
The ride is average for this class of car. The bigger 20-inch wheels (standard on all Ultra models) will clatter over potholes at low speeds, but at higher speeds it all gets more comfortable. It’s nice and quiet too, at motorway speeds the only thing spoiling the refinement is the buffeting noise from the massive door mirrors.
Range and charging
The base powertrain (only available on Plus models) is a single motor capable of 299 miles of range according to WLTP figures. You can extend that to 345 miles of range with the Single Motor Extended Range option. Finally there’s the Twin Motor, a full-fat model with all-wheel drive that achieves 340 miles on a charge. The sloped roof help aerodynamics slightly, the EC40 is capable of an handful extra miles of range against a like-for-like EX40.
A single motor example can charge up to 130kW, while the Twin Motor can work up to 200kW. Like with the EX40, A theoretical 10 to 80 per cent charge could take just 28 minutes.
What models and trims are available?
Volvo has a very streamlined lineup with just the two trim levels. The base trim (Plus) start at £51,003 while Ultra begins at £55,480. For the extra cash you get Harman Kardon audio, a 360-degree parking camera and Pixel LED headlights.
The only other option is the EC40 Black Edition styling package. As the name suggests, this blacks out exterior trim, wheels, and restricts the car to Onyx Black paintwork. How very Svarthöna.
