2024 Volvo XC40 Recharge AWD Goes Farther, Rapidly

Evolution works at a faster pace in the EV market. It’s only two years since Volvo’s first EV hit the market, but the XC40 Recharge is already getting a substantial upgrade with the arrival of both a new rear-wheel-drive version and an upgraded dual-motor all-wheel-drive version at the top of the lineup. The same changes are also being applied to the slightly sleeker low-roofed C40 Recharge.

We will review the new rear-drive powertrain separately because there is plenty to say about the new, improved AWD version. On paper, the differences to the dual motor don’t look dramatic, especially as its peak power output remains unchanged at 402 horsepower. But there have been substantive changes behind that headline figure. The previous all-wheel-drive version used identical motors front and rear, but for 2024 it switches to a new 255-hp rear motor that Volvo has designed and is building in-house; this is the same unit that will power the front axle of the upcoming EX90.

Dual-motor variants get a new front motor as well, an asynchronous unit that makes a lesser peak of 147 horsepower and is idled when the additional power or traction isn’t necessary to boost efficiency. Final EPA numbers aren’t yet available, but Volvo’s prediction for the dual-motor variant is for a combined MPGe of 98, up from 85 MPGe for the ’23 model, and 106 MPGe combined for the rear-motor XC40.

U.S. cars will continue to use the same 75.0-kWh battery as before—although it is likely we’ll soon follow Europe, which is upgrading to a 79.0-kWh unit. That larger battery will be standard in our single-motor version. Yet even with that unchanged battery pack, Volvo predicts the XC40 AWD Recharge will be able to get 254 miles of EPA range, compared to 223 for the outgoing car, while the expected range for the single-motor car is 293 miles. The marginally sleeker C40 Recharge should manage ratings of 257 and 297 miles, respectively. DC fast-charging remains at a peak of 150 kilowatts for the 75.0-kWh battery, which is impressive but for the fact the 79.0-kWh unit can now manage 200 kilowatts.

There have been some other small changes to sharpen the driving experience. While the dual-motor XC40 Recharge has always been almost comedically quick given its mission in life—our 4.3-second 60-mph time made it among the quickest Volvos we had tested at that point—it also had a chassis that struggled with the challenge of keeping the car’s considerable mass under tight control. Volvo says that the new version weighs almost exactly the same as the old one, but the car has been given a new rear subframe, softer springs, and revised dampers. These are still passive rather than adaptive but have new valving intended to improve high-frequency response and also ride quality.

As with its gasoline-powered siblings, the XC40 Recharge remains an easy car to like, but not one that delivers a finely honed driving experience. The European-spec car we drove in Sweden rode on Michelin CrossClimate all-season tires; depending on wheel size, U.S. market cars will get either 19-inch Continental or 20-inch Pirelli all-seasons. Dynamic security is high, with impressive traction and a willingness to launch hard without complaint—and it feels every bit as quick as the previous version did. Yet lateral grip remains limited, and the powertrain’s new rearward torque bias has done little to alter the fundamental chassis balance, with understeer easily provoked in tight corners.

The all-wheel-drive XC40 Recharge feels far happier driven gently. Ride quality does seem to have improved, although with the proviso that Sweden’s roads are almost freakishly smooth. The XC40 Recharge rode out speed bumps assuredly and showed good body control over the few undulations we could find, although, as before, it feels obviously heavier than its gas-powered sibling (and it is, by more than 1000 pounds). It remains a relaxed cruiser with only the hint of wind whisper from the tops of the front doors at highway speeds.

Unlike many rivals, the XC40 Recharge doesn’t offer a multitude of drive modes. The only switchable parameters are for steering effort—with the softer setting definitely feeling more natural—and selecting a one-pedal mode. This works effectively, although without the ability to vary the level of liftoff regen.

The rest of the experience remains very close to the gasoline XC40. The Recharge’s cabin is similarly spacious and finished in a variety of interesting materials. Some of these feel more utilitarian than upmarket, especially the textured plastic pieces in the dash and on top of the door panels, but we loved our sample car’s gray cloth fabric seats, which were much nicer to the touch than the optional leather. Luggage space is good, too, with a generous trunk and even a compact frunk designed to accommodate charging cables.

The 2024 XC40 Recharge will be reaching the U.S. in the second half of the year, and pricing is not yet confirmed. As before, it feels like a car with more power and performance than most users are likely to need. It also still feels like an EV that has been created from a gas-engine car. With the EX90 and the smaller EX30, we’ll get to discover how much better a battery-powered Volvo can be when it sits on a purpose-built electric architecture.