By Mitesh Zaveri & Shrawan Raja
The Volvo EX40 is a subcompact electric SUV that builds on the XC40 Recharge with a new name and more power. Earlier this year, I spent several days driving the North American-spec 2025 Ultra AWD variant and found it quick, confident, and well-finished, but it can’t hide the general limits that come with its compact form and software-heavy setup.
Design
The EX40 replaces the XC40 Recharge name to align with Volvo’s new electric nomenclature. “E” stands for electric, and “X” for crossover. It carries the same upright shape but adds smoother details. The covered grille in body color presents it with a clean look. My test car’s Sand Dune paint with black roof and accents stood out in daylight.
The LED headlights feature the familiar Thor’s Hammer DRLs that also act as turn signals. They move with steering input, improving visibility in the night. A lower air intake cools the battery, while fog lamps double as cornering lights. The frunk stores the charging cable and tire-repair kit. It’s small but useful.
The Ultra trim rides on larger 20-inch dual-tone wheels with Volvo center caps. Plastic cladding runs around the wheel arches and sills for protection from small stones. The EX40’s boxy stance feels solid, though the front fender lines don’t align perfectly with the hood. It’s a minor mismatch but noticeable.
The gloss-black side mirrors include turn signals, cameras, and blind-spot indicators. Roof rails and a spoiler complete the top half.
At the back, vertical LED taillights frame the liftgate. The power liftgate opens with a foot gesture, though it sometimes needs more than one try. Cargo space remains unchanged from the gasoline XC40 at 20.7 cu ft (58.9 cu ft with seats folded). The flat load floor and low sill make loading easy. Extra space under the floor secures charging accessories.
Interior
Inside, the EX40 feels unmistakably Swedish, with excellent fit and finish. Soft-touch materials cover the dashboard and door tops. Door inserts combine charcoal plastics and wood-like trim, while ambient lighting adds subtle color.
The gear selector is compact, and the white armrest and two-tone seats create a light atmosphere. Volvo’s attention to details shows in touches like a small 2 kg (4.4-pound) fold-out hook inside the glovebox for bags, and a removable mini trash bin in the center console.
The steering wheel is wrapped in artificial leather with clean stitching. All switchgear feels solid, though the glossy buttons attract fingerprints easily. The 12.3-inch driver display shows speed, range, and power use. Only two views exist, Calm and Navigation, which keeps it simple.
Seating & Space
At 5’11”, I had no trouble entering or exiting the vehicle. The seat height is ideal for a subcompact SUV. Both front seats are eight-way power adjustable with four-way lumbar support and extendable thigh cushions. Heating is standard; ventilation is missing at this price point.
The seat shape provides good support for long drives. Visibility is limited because of thick C-pillars, but power-folding rear headrests can drop through the screen menu to clear the rear view.
In back, space is tight but usable. With my seat set to my height, there’s about four fingers of knee room and adequate headroom for passengers up to 6 feet. The rear bench sits low, reducing thigh support, and the seatback angle feels upright.
The center seat is firmer and best for short trips. Both outer seats are heated, and rear vents help with airflow. Storage includes seatback pockets and 1-liter bottle holders in each door.
Infotainment
The 9-inch touchscreen runs Google’s built-in Android system with Maps, Assistant, and Play Store. The layout is simple but hides key functions deep in menus. Climate control and seat heating require touchscreen navigation, forcing you to look away from the road. Even the “Power Off Vehicle” option sits two layers deep under settings. I’d rather prefer physical buttons for those tasks.
Wireless Apple CarPlay and Bluetooth are available, but Android Auto is not because the system already runs on Android. A small volume dial and track buttons remain below the screen.
The Harman Kardon audio system offers crisp sound quality which is impressively balanced. The 360-degree camera offers clear views, though the rear camera angle is off-center and too low, making it harder to judge parking spots.
Storage & Practicality
The EX40’s cabin is packaged smartly. The door pockets hold 1.5-liter bottles. A wireless charging pad sits under the center stack with two USB-C ports nearby. Two more ports serve rear occupants. Flexible cupholders, a deep armrest bin, and extra storage slots throughout make it practical. The glovebox is electronic and opens through the screen.
Performance
The 2025 EX40 Ultra AWD uses two electric motors producing 402 hp and 494 lb-ft of torque from an 82 kWh battery (79 kWh usable). A cheaper single-motor rear-wheel drive version is available for buyers who prefer range over power.
Acceleration is strong but not violent. There’s about a half-second delay before the motors deliver full torque. Once moving, the response is immediate. The one-pedal drive mode is well-tuned and works smoothly in traffic.
Brakes feel woody at the top of the pedal but firms up once you press harder. Steering is accurate and adjustable between Light and Firm modes; I kept it in Firm for better feedback.
In mixed driving, I averaged between 19.5 and 23 kWh per 100 km (about 2.7-3.2 mi/kWh), giving a real-world range of 250-260 miles (402-418 km). Range drops notably with heating or cold temperatures. Turning the climate control to 25 °C cut range by 40-45 miles in my tests.
Ride & Handling
The suspension is firm, and keeps the body flat but transmits bumps into the cabin. The 20-inch wheels look great but add harshness on rough roads. At low speeds, the ride is controlled; at higher speeds, sharp potholes are felt. The chassis feels rigid and well engineered, and the car corners cleanly for its height. The turning radius is tight, making it easy to park.
Charging
Charging times vary widely with the power source. It can charge at up to 200 kW DC, going from 10 to 80 percent in about 28 minutes, or to full in 8 hours on a 48-amp AC supply.
A 50 kW DC charger takes about 68 minutes to 80 percent. A 7 kW AC wall box needs around 14 hours. I felt that using a 120 V household outlet is impractical. Volvo includes a portable charger for emergency use, but the real convenience comes from a 240 V setup at home.
NVH
Wind noise starts above 65 mph around the mirrors and A-pillars. The 20-inch tires add road hum on coarse pavement. Otherwise, the EX40 feels solid and quiet. No rattles appeared during my drive, and the doors close with a dense thud.
Safety
Volvo packs the EX40 with nine airbags, including a driver-knee airbag and curtain bags for both rows. Safety systems include lane keep assist, blind-spot monitoring, rear cross-traffic alert, front and rear collision mitigation, and adaptive cruise control. The system occasionally nudges the wheel too early during lane keep events but is otherwise smooth.
The Volvo Cars app lets you check charging status, battery level, and range from your phone and start climate pre-conditioning remotely. It works reliably and adds meaningful value to the ownership experience.
Pricing
In Canada, the Volvo EX40 (2026 model) starts at CAD 63,600 for the Core AWD, with the high-end Ultra AWD topping out at CAD 74,950. In the U.S. market, the twin-motor EX40 begins at USD 58,195 (MSRP).
TopElectricSUV says
After a week behind the wheel, I found the 2025 Volvo EX40 Ultra AWD to be a refined subcompact EV. It looks solid, drives fast, and feels safe and modern. The ride is firm, and some controls sit too deep in the screen, but its mix of range, design, and everyday usability that makes it an attractive choice.
An automobile engineer by training, I’ve analyzed the global car market since 2005, with a keen focus on EVs since 2008. My journey in online automotive publishing spans 17 years, during which I have reviewed cutting-edge automotive technologies and interviewed leading global CEOs and vehicle developers.
