Volvo XC40 calcarge in the first test

Fahr report Volvo XC40 Decharge

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Volvo XC40 calcarge in the first test-xc40
Volvo Volvos Elektro-SUV XC40 Collarge

The Volvo mother Geely does not only attack the competition with the polestar electric brand. Volvo also elects the XC40. The crossover convinces enough space with tight driving performance and a decent range. Only with the chassis there are compromises.

The idea of giving a platform designed for a combustion engine with a battery to jump on the electrical train is not entirely new. The results fall different and sometimes mixed out. An example of this concept would be the Mercedes EQC, which runs from the same volume with the Mercedes GLC. Volvo now does the same and buckles a 78 kilowatt hour battery (Netto 75 kWh) under the CMA platform (Compact Modular Architecture) of the XC40, packs two electric motors with 150 kW / 204 hp each and leaves the compact SUV with a system performance of 300 KW / 408 PS on the street.

Two electric motors and 408 hp for the Volvo SUV

Thanks to the two driven axles, the force and the torque of 660 Newton meters also arrive on the asphalt. The driving performance is impressive: after 4.9 seconds 100 km/h has been reached and Volvo remains loyal to itself at 180 km/h. You have fun with the Volvo XC40 accounting. The 2188 -kilogram crossover vehemently occurs and lets other vehicles stand in overtaking, as is otherwise only a real sports car. In the curves, too, the SUV is considerable despite the weight, thanks to the all -wheel drive and the stiff body.

Volvo XC40 calcarge in the first test-China gene Volvo compact test
Volvo Volvo XC40 calcarge

Chassis cannot convince

The stabilizing presence of the approximately 500 -kilogram batteries has a positive effect, but the steel landing gear has to take the ballast into account and is tautly coordinated, which is particularly noticeable in bad roads in the city center. There is no adaptive damper with this XC, even the steering is only available in two settings – with large residues or comfortable. We chose the smooth -running variant and drove well with it.

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In the case of recuperation, the principle is also digital: on or off. Incidentally, the function is hidden in a menu of the vehicle settings. We activated them and got used to it very quickly. When you walk off the gas, the Volvo delays very abruptly, especially at slow speeds. The strength of the motor brake can be controlled via the accelerator pedal. After a short familiarization period, you can get along quite well with this one pedal principle. Because this way, the slowdown can be dosed and you often get out without the mechanical brake.

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Volvo XC40 calcarge in the first test-test

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Range: 418 km official – but the consumption is high

The CMA platform is basically an architecture that is designed for the front wheel drive. That is no different with the electrical variant. If you are currently rolling on the highway, around 90 percent go forward, if necessary, the electronics push more strength back, but zero 100 percent is not possible according to Volvo. That brings us to reach; Not a very insignificant value in an electric car. This value is obviously something for amateurs at Volvo, since only a percentage of the battery charge is displayed, only when the juice is running out, the system has a view and changes to kilometers. Volvo specifies 418 kilometers (WLTP) and an average consumption of 23.8 to 25.0 kWh. After a distance of 107.7 kilometers, we still had 59 percent of the battery capacity. The journey took us both over motorways including top speed, inner cities and brisk curves on country roads, which resulted in an average consumption of 26.2 kWh/100 km.

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Volvo XC40 calcarge in the first test-test

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There is no problem with the 4.43 meter long XC40. Even behind a 1.85 meter -tall driver you sit comfortably with enough leg and headroom – despite the battery packages in the underbody. However, the hard-plastic lower edge of the seat is not covered, which can be felt on the shin legs when you put your feet under the front seat. In the trunk, the volume of which is 452 liters to 1.328 liters grow as soon as you change the backrests. Because the compartment under the loading floor is largely occupied by the battery, the Swedes have installed a 31 liter subject in the front under the "bonnet", in which the charging cable or another pocket fit. Speaking of loading: The batteries can be filled with a maximum of 150 kW direct current on a fast vein and are then 80 percent full after 40 minutes. A maximum of 11 kW flow on Wallbox and thus an hour of electricity for 55 to 60 kilometers.

Price: 60.000 euros minus funding bonus

Volvo uses the Polestar 2 in the infotainment of the XC40 calcharge and brings the Android system into the car. The adaptation succeeds. If you can operate a smartphone, you can also cope with this Volvo. Inadequacies, as usual with Smart Devices, are cleared out by wireless update. By the way, this happens via an integrated SIM card for which the owner does not have to pay anything. Another advantage of this "always online" principle is apps such as Spotify or Internet radio. All of this is operated with the help of the nine -inch touchscreen, which is enthroned in the middle of the car like a tablet that is set up vertically. Still remains the price. The Volvo XC40 calcarge is at the dealer at the end of the year and currently costs 60.436 euros.

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Volvo XC40 calcarge in the first test-volvo

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Everything about electromobility

On our e-mobility portal site you will find all e-vehicles & hybrids available on the German market with technical data, prices, delivery times and model comparisons. There are ongoing insider news, tests of all important vehicles, an overview of charging stations and a range computer.

You can also arrange a test drive for your desired car for free and start e-mobility easily.

Manufacturer: Volvo
Type: Electric car
Engine: Two electric motors
Perfomance: 300 kW
(408 PS)
Top speed: 180 km/h
further data…
Acceleration from 0 to 100 km/h: 4.9 seconds
Transmission: Infinitely varied
Drive: all wheel drive
Battery type: Lithium ions
Range electrical: 418 km
Consumption: 23.8 kWh/100 km according to NEFZ
Loading option to household socket: Yes
Load options and types of plugs: Household socket; Type2 / Wallbox with 11 kW; Rapid loader (CCS) with Max. 150 kW
Charging time: Ca. 40 min. (80% SoC) CCS with quick vein; Wallbox CA. 6-7 h
Length: 4425 mm
Broad: 1863 mm
Height: 1651 mm
Empty weight: 2188 kg
Pay: 462 kg
Seats: 5
Purchase price: 60.436 euros
Battery included in the price: Yes

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6 thoughts on “Volvo XC40 calcarge in the first test”

  1. Sensible ?
    …Regardless of the discussion and comparisons about the battery and tank size: Who should this … …Regardless of the discussion and comparisons about the battery and tank size: Who should want to buy this box ? They made a market analysis ? Probably not…. BA is pretty much no matter if the 5 or 9 seconds needed to 100. Otherwise you just wait for a suitable offer or just drive your car on…..

  2. Conversely Mr. Hutzler!!!
    Why do the electric car manufacturers and battery producers do not understand that it is much more important to offer batteries with a correct range, short charging duration in order to give customers the selection of vehicles that meet individual wishes. This also means the optics and not the round -slip standard design from Tesla! No combustion manufacturer offers cars with three different tank sizes. E-cars, on the other hand, are Z.B. Offered with three battery sizes and at VW you end up with 550km range at 50000! You drive the same car with an exorbitant higher price. Nevertheless, you end up with an actual frame that does not deserve this name! But for e-fans like them as normal!

  3. KOpnick KOpnick!!!
    They swafel again, I bought Renault conventionally, there would have been a Golf 8 petrol engine at VW, for Max. 20,000 € with one "E-box" to compete that should drive the highest 130, otherwise it will be nothing with range. To compare a talisman Grandtour with a zoe with the size, now they are already spraying a good portion of comedy Mr. KOpnick. But your i3 is also more of an e-dwarf, or?

  4. 400PS ?
    Who needs 400PS ? The boxes are largely moved in the city, or on streets with a speed limit. Even in Germany, most of the motorway kilometers now have a speed limit. Brings something with 100ps and lower empty weight. But then you can’t 60.Call up 000 euros…

  5. Not whether an E-M 100 or 400 kW
    The cabbage does not have fat, usually the same engines are in the different performance levels of the vehicles. This is how many combustion manufacturers do it, since it is cheaper to only develop one engine and to downgrade it through SW. At BEV, the battery plays the music, the bigger it is, the more performance can be removed from it.

  6. This wall unit…
    Is the summit of inefficiency. A range-optimized electric car creates approximately the same range (according to WLTP) with a 50 kW battery, which is 2/3 of the battery size of the Volvo. Real the distance is even more blatant. Because there the Volvo consumes well over 50% more electricity. Such a power guzzler simply doesn’t make sense. Why do the combustion manufacturers do not understand that the efficiency must have a top priority in electric cars?


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