Volvo C40 Recharge First Edition test: decisive turning point

Appearing in 1997 on the C70, the prefix C at Volvo has until now designated the 2 or 3-door models in the range. We also hoped that the Volvo Concept Coupé concept car unveiled in 2013 would serve as a stylistic basis for the descendants of the C70 coupé-cabriolet, which disappeared the same year. 6 years later, it is at Polestar that we rediscover the lines of this concept car now produced in series, but still not distributed in France for a dark history of intellectual property on the design of the logo using two chevrons (follow my look). In 2021, no more C30s, no more C70s, no more 2 or 3-door models from the Swedish brand, yet last March, the prefix C emerged again followed by the number 40 to designate the new “coupé” Crossover (hence the legitimacy of the C according to Volvo) 100% electric.

A simple name story

If the Volvo C40 Recharge is presented as the very first 100% electric model in the range, it is good to slightly qualify this announcement effect by recalling that the XC40 has already existed in a 100% electric version since 2020, stroke of luck , we have even already tried it for you on these pages. On the other hand, the C40 Recharge is indeed the first model from the Swedish firm which will completely dispense with fossil fuels to move and will therefore only be available with one (or more) electric motors. We also remember, and it can be distinguished very easily through the lines of the car, the C40 Recharge is actually a “coupé” version of the XC40. It therefore logically takes up a large part of the technical data sheet of its range brother. Note, however, several new features inaugurated on the model that we will discover together throughout this test. The C40 Recharge is currently available in a single level of finish called “First Edition” associated with a single level of engines: the Twin Recharge, or two electric motors (one on each axle) allowing all-wheel drive and offering a combined power of 300 kW (408 hp). A single battery capacity, 78 kWh for an announced autonomy of 441 km according to the WLTP standard (up to 573 km in the urban cycle). Offered at €62,250 (Volvo automatically applies a 4% discount to go below €60,000 and benefit from the €2,000 bonus), the entry ticket turns out to be steep for an SUV in this segment, even with more 400 hp (which on an electric car no longer means much). Thus, we should see the arrival next spring of a traction version of the C40 Recharge equipped with a single 170 kW (231 hp) motor on the front axle,

Shall I give you a little haircut?

From the bow to the B-pillar, the profile of the C40 Recharge is identical in all respects to that of the XC40. The slope of the roof (fitted with a large fixed panoramic roof as standard) then begins a long drop, slightly interrupted by a first spoiler with two large scoops at the ends, then it resumes its route along the rear window and finally comes down fail on the corner of the tailgate, topped by a second black plastic spoiler (not the sleekest part of the car). This results in a particularly advantageous Cx of 0.32. In the operation, the C40 Recharge also loses 39 liters of useful loading volume to reach 413 L, barely the size of that of a Renault Captur. A new color is appearing in the Swedish brand's color chart for the release of this new electric Crossover, Fjord Blue Metallic. Also among the novelties, note the front lights retaining Pixel LED technology (84 pixels in each headlight) allowing driving in full headlights while managing the movement of 5 other vehicles so as not to dazzle them. The rear lights are also new with an unlocking kinematics reminiscent of Audi. The grille obviously remains full and the design of the plastics around the front fog lights recalls the T-shaped design of Thor's hammer, which has become the visual identity of all Volvos since the XC90. The rear lights are also new with an unlocking kinematics reminiscent of Audi. The grille obviously remains full and the design of the plastics around the front fog lights recalls the T-shaped design of Thor's hammer, which has become the visual identity of all Volvos since the XC90.

Inside, regulars of the latest generation Volvo models will not be out of place, we find a passenger compartment almost identical to that of an XC40, with among other things the disappearance of the start button miserably obstructed by a vulgar black plastic cap stuck on . One of those details that stains at this price level. The C40 Recharge inaugurates a Blue Fjord carpet made of 97% recycled material, a welcome detail (deliciously 70s) in such a colorless cabin. The upholstery definitively abandons animal leather while new “topography” textured plastic inlays make their appearance. We are far from the superb unlacquered varnished wood with the very premium touch of the models of the higher range. Note the absence of steering wheel paddles (used by the competition to act on the engine brake), the absence of a button to select a driving mode (there is simply none), the management of the air conditioning relegated to the level of the main screen and an infotainment interface entirely managed under Android (so say goodbye to Apple Car Play). The bias of ease of use is quite obvious, but does it pay off? Probably not for everyone.

Powerful but not sporty

When it comes to numbers, the performance of the Volvo C40 (almost identical to that of the XC40 Recharge) makes you dizzy. 408 hp in cumulative power, 660 Nm of torque and a 0 to 100 km/h shot in 4.7 seconds. Do not expect to discover the temperament of a sports car (even electric), the C40 is certainly a high-performance SUV, but not the most dynamic, despite a slight work carried out on the suspensions compared to the XC40. A flowing and efficient driving will be required to appreciate the road qualities of the Swedish Crossover, with a small flat on the comfort slightly burdened by firm damping due to the 20-inch rims that equip our test model (and standard on the First Editing).

In town, the “One Pedal” mode is appreciable but the engine brake allowing the batteries to be recharged is frankly too important and above all, not adjustable via, for example, paddles on the steering wheel or the famous B1/B2 modes found on a Zoé for example. Another sacrifice of a very useful functionality in favor of an alleged simplicity of use. Ditto on the secondary network, the “One Pedal” mode brakes you far too hard when approaching a bend, while by deactivating it, you find yourself almost freewheeling, thus forcing you to use the pedal far too often. brake pads when an electric car should be an example of longevity of the pads. Finally, the direction lacks consistency, reminding you again that the C40 was definitely not born to hit a rally special. On the consumption side, the weight of the machine (more than 2.1 tonnes empty) is felt and despite an advantageous Cx, Volvo still announces figures ranging between 20.7 and 22.3 kWh / 100 kms. In fact, we rather found an average of 23-24 kWh / 100 kms, enough to ensure you a good 300 to 350 kms of real autonomy but little more. It will then be necessary to count on a fast charge at only 150 kW maximum (the Tesla Model Y accepts up to 250 kW for comparison).

Promising beginnings 

While the Volvo C40 Recharge isn't inherently a bad car (I really want to like it), there's some room for improvement to match market benchmarks in many ways. While the emphasis on ease of use quickly shows its limits, its one-of-a-kind style and typical Volvo environment will reassure brand enthusiasts wishing to take the electric step. To complete convincing them, the Volvo C40 Recharge comes with a 3-year warranty at no additional cost, but also 3 years of maintenance and 3 years of insurance! As for recharging, Volvo has chosen to join forces with the company Plugsurfing (already a partner of Renault and Jaguar / Land Rover) to offer an RFID card to its customers.

Photo credits: Maurice Cernay