2021 Volvo EX40

2021 was the XC40 Recharge's launch year in the US, sold only as the P8 AWD with two 150 kW motors, one per axle, for 402 hp combined. That is a lot of output for a subcompact luxury SUV.

486 lb-ft from the two motors puts the 2021 P8 near the top of the SUV torque band, and the full figure is available from a standstill.

Volvo's 4.7-second claim makes the 2021 P8 one of the quickest subcompact luxury SUVs of its year, and independent testers typically matched or beat it. The value recorded is the manufacturer figure.

The dual-motor drivetrain delivers power immediately and silently, with no gear changes, turbo lag or engine handoff. It is held just below the 2023 car because early-build 2021 cars had launch-year software issues: OTA updates arrived late, and one-pedal drive was on/off only and abrupt at parking speeds.

A single-speed reduction gear on each axle gives it nothing to hunt for and no shift to slur. It falls just short of the top band because the driver gets no engagement beyond a one-pedal toggle.

The US rating is a modest 2,000 lbs, well below the gas XC40's 3,500 lbs and near the bottom of the SUV band. That is enough for a small utility trailer and little else.

Every 2021 US XC40 Recharge has dual-motor electric AWD as standard. Because the front axle has its own motor, torque reaches the wheels faster than in any mechanical system. It still lacks low range, locking differentials and terrain modes.

Standard AWD helps on gravel and snow, but this is a pavement crossover. Ground clearance is about 6.9 in versus the gas XC40's 8.3 in, the battery sits under the floor, and there are no skid plates, lockers, off-road mode or off-road trim.

In the US for 2021, the XC40 Recharge came in a single configuration: the 402 hp P8 AWD, launched as one well-equipped trim. Buyers who wanted gas power had to choose the separate XC40 T4/T5. It sits a little below 2023, which at least offered Core, Plus and Ultimate trims.

79 MPGe is weak for an EV SUV. The launch-year dual-motor drivetrain and the boxy body carried over from the gas crossover both hurt efficiency. Later model years climbed to 85 MPGe after software and drivetrain updates.

Regenerative braking makes city driving its best case, yet 85 MPGe is still near the bottom of the EV SUV field.

72 MPGe on the highway reflects the upright body's aerodynamic penalty, and it cuts real road-trip range well below the EPA combined figure.

208 miles is short for a luxury EV, even by 2021 standards, and is the item that pulls this category down hardest. It works for commuting, but highway trips need charging stops early.

A 150 kW peak on a 400V pack was mid-pack in 2021. The charging curve tapers early, so the average across a session is closer to 100 kW.

About half an hour from 10% to 80% is mid-pack. The small usable pack partly offsets the modest charge rate, but each session adds only about 145 miles of EPA range.

$950 a year is far below the gas XC40 but high for an EV, because consumption of 42.8 kWh/100 mi is among the thirstiest in the class.

There is no fuel grade to worry about, and home charging is simple: the 11 kW onboard charger refills the pack overnight in about 8 hours at 240V. It shipped with a CCS1-only port and no Supercharger access, and it relied on the thinner 2021 public DC network.

NHTSA lists the 2021 XC40 Recharge (the EX40's original name) as separate AWD and FWD entries and crash-tested neither, so every sub-rating reads 'Not Rated'. The framework scores an untested vehicle as 0 rather than borrowing the combustion XC40's rating.

The 2021 XC40 Recharge earned an IIHS TOP SAFETY PICK+ and was rated Good in every crashworthiness test that year: both small-overlap tests, moderate overlap, the original side test, roof strength and head restraints.

The 2021 car was sold as one fully equipped P8 AWD trim, and it came with the whole Volvo safety suite as standard: City Safety AEB, Lane Keeping Aid, run-off-road and oncoming-lane mitigation, BLIS, Cross Traffic Alert with autobrake, and Pilot Assist adaptive cruise. None of it was optional.

In vehicle-to-vehicle testing the system earned Superior, avoiding collisions at both 12 and 25 mph. Daytime pedestrian performance was rated Advanced: it avoided the adult-crossing target but only slowed for the child-crossing one. IIHS published no nighttime pedestrian result.

Blind-spot monitoring with steer assist and Cross Traffic Alert with autobrake are standard, so both systems step in rather than just warning. There is no trailer-aware coverage, which matters little in a subcompact EV.

Lane Keeping Aid is standard, and Pilot Assist adds lane centering. Reviewers describe Volvo's centering as conservative: it drops out on faded lane lines and wanders in tighter curves.

Pilot Assist is standard and combines full-speed-range adaptive cruise with stop-and-go and steering assist. Its rough edges are late, sometimes abrupt braking when another car cuts in, and a cautious following model.

No hands-free highway driving was offered. Pilot Assist is a hands-on system that checks for steering-wheel torque.

The single 2021 trim uses LED reflector headlights with curve-adaptive beams and high-beam assist, and IIHS rated them Good. That is the only headlight on the car, so it applies to every 2021 example. IIHS noted some low-beam glare on straightaways.

The boxy body and tall glasshouse give good forward and side sightlines. A rising beltline and thick rear pillars limit the rear three-quarter view, but the fully equipped 2021 P8 makes up for it with a 360-degree camera.

IIHS rates LATCH ease of use Acceptable. The two outboard seats have full LATCH hardware and the center seat has a tether anchor only. Square door openings help, but rear-facing seats crowd the front passenger in a car this size.

Two-row, five-seat layout only; the SUV band runs to 8, so a five-seater sits low.

The 2021 P8 has the panoramic moonroof as standard, which trims front headroom to the figure published for moonroof-equipped Recharge models.

Front legroom is shared with the XC40 body and sits near the bottom of the SUV band.

The upright roofline gives competitive second-row headroom for a subcompact; figure is the published XC40 Recharge body value.

Mid-band rear legroom, though the battery-raised floor leaves adults somewhat knees-up.

No third row is offered; this is a two-row, five-seat subcompact.

Cargo behind the rear seat is small even for a subcompact and below the SUV band floor; a small frunk holds the charging cable.

Maximum volume as quoted at launch for the 2021 Recharge is well under the SUV band floor; later listings quote 57.5 cu ft using a different measurement.

Laptop-size door bins (subwoofer moved into the dash), a removable console bin, fold-up cargo divider with bag hooks, ski pass-through and a frunk are standout for the class; the EV loses the gas car's deep underfloor well.

Leather power front seats with memory are praised as comfortable and supportive; the rear bench is firm and the raised EV floor reduces thigh support.

Composed and taut, but the heavy, short-wheelbase EV rides firmly on 19-20 in wheels and oscillates over undulations; no adaptive damping.

Silent electric drive and good wind isolation, with tire and road roar audible on coarse surfaces; no active noise cancellation.

Dual-zone CleanZone climate, heated front seats and remote preconditioning are standard; heated rear seats and wheel need the $750 Climate Package, the heat pump was a $350 option, and no ventilated seats are offered.

In the US, MY2021 was the launch year and came as one 402 hp P8 AWD configuration. There was no cheaper entry version, so the starting price sits near the top of the SUV band before the federal EV credit.

MY2021 had a single trim, so the volume configuration is the P8 AWD itself. Most of the content was standard: leather, navigation, Google built-in infotainment and Pilot Assist.

With no oil, spark plugs or transmission service, and with regenerative braking reducing brake wear, scheduled cost is low, and Volvo's complimentary maintenance covers the first 3 years. Tires on this heavy 486 lb-ft EV and out-of-warranty electronics make up most of the 5-year total.

This is the weakest ownership metric for the launch-year Recharge. A 208-mile EPA range that rivals soon outclassed, the original buyer's EV credit, and later revisions (the 2024 RWD single motor and EX40 rename) pushed used values down hard. Retention falls well below the SUV band floor.

Volvo's new-vehicle limited warranty matches the German luxury norm. It beats 3-year plans but trails Genesis's 5 years / 60,000 miles.

The high-voltage battery and EV drive components carry the industry-standard 8 years / 100,000 miles.

A 2021 buyer got Volvo's 3-year / 36,000-mile complimentary factory scheduled maintenance and 4 years of unlimited-mile roadside assistance. The Electrify America charging bundle came only with MY2022, so the launch-year car missed the charging perk later Recharge buyers received.

$54,985 volume-trim price minus its estimated resale value after 5 years (33% retained, or about $18,145) leaves about $36,840 in depreciation. Add the projected $4,300 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $41,140 in total.

MY2021 was the electric XC40's US launch year. It was sold as the XC40 Recharge Pure Electric, Twin Motor AWD only, and was the first Volvo to use Android Automotive. Launch-year owners reported frequent infotainment freezes and reboots, charging faults and 12V drain, and the year carries three EV-specific recalls. That puts it below average and under the later, more updated model years.

Volvo has been a bottom-third brand in three-year dependability studies for several years running, mostly because of electrical and infotainment problems across the range. Consumer Reports places it in the bottom half rather than at the very bottom, so it sits at the low edge of the mid-pack band. This is a brand-level measure, so the score is the same as on the other EX40 and XC40 years.

MY2021 has six NHTSA campaigns, and three of them hit the electric drivetrain. 21V109000: the battery control module (BECM) can reset and disconnect the high-voltage system, cutting drive power. 22V288000: water can corrode the accelerator-pedal-sensor circuit. 21V881000: a motor cross-member bracket bolt may be loose or missing. The other three are a seat-belt retractor recall (21V682000) and the fleet-wide rearview-camera recall, issued twice (25V282000, then 25V908000). Repeated propulsion-related recalls in the launch year put this in the major/repeated band.

The 2021 Twin Motor AWD uses two roughly 150 kW permanent-magnet motors and a 78 kWh NMC pack. Being electric removes engine and transmission wear, but this was a brand-new, unproven drivetrain. It has a launch-year history of loss-of-drive-power recalls (BECM reset, APS corrosion) and a motor-mount fastener campaign. No widespread pack degradation or motor failures have been reported, so it stays at the bottom of the mid band rather than in the problem band.

Reviewers praise the cabin for its price: Scandinavian design, felt-lined door bins, recycled-content carpets and switchgear that feels better than the segment norm. Hard plastics in the lower cabin keep it short of class-leading next to a BMW X1 or Audi Q3.

The Ghent-built XC40 Recharge has tight panel gaps and solid door closure. Volvo's below-average initial-quality standing and the launch-year assembly recall (a loose or missing motor bracket bolt) put it slightly below the later model years.

Volvo has roughly 280 US dealers, materially fewer than BMW, Mercedes-Benz or Lexus, and they are concentrated on the coasts and in major metros. High-voltage work needs EV-certified technicians, and in 2021 not every store had them. Service satisfaction is middling.

Routine maintenance is light: no oil changes, and regenerative braking cuts brake wear. Repairs are expensive, though. Parts are priced like European luxury parts and are largely dealer-controlled, the aftermarket for electric Volvos is minimal, and an out-of-warranty pack or motor repair costs five figures.

A 9-inch portrait touchscreen is small next to luxury rivals.

The 2021 car was Volvo's first Android Automotive system: quick and logical once settled, but early software was buggy, climate lives in the touchscreen, and buried functions need phone-style swiping.

The 2021 car was sold with no Apple CarPlay; wired-only CarPlay arrived by OTA in mid-2022, and Android Auto projection is not offered because Google services are native.

Google Assistant and Google Maps with EV range awareness are built in and standard, with connected services included for the initial term; best-in-class native voice and nav.

The standard system is adequate; the 13-speaker Harman Kardon premium system is an $800 option.

A 12.3-inch digital driver display with in-cluster Google Maps is standard, though less configurable than Audi Virtual Cockpit.

Whole-vehicle OTA updates have been delivered to the 2021 car, adding features such as Apple CarPlay and efficiency updates, though early rollouts were slow and patchy.

Volvo On Call (now the Volvo Cars app) handles remote climate, lock/unlock, locate and charge status; owners report command latency.

Four USB-C ports are standard, but wireless charging was optional and there is no 120 V outlet or V2L.

Keyless entry with illuminated handles and a hands-free power tailgate are standard and the EV powers on without a start button; no phone-as-key in 2021.

Rear camera and park assist are standard; the 360-degree camera is reported standard on the P8 in some listings and in the $1,300 Advanced Package in others, and its image resolution is dated.

No head-up display is offered on the 2021 XC40 Recharge.

Upright doors and decent rear headroom help, but only 16 cu ft of cargo limits stroller-plus-groceries duty and LATCH is rated only Acceptable.

IIHS Top Safety Pick+ with City Safety, BLIS and Pilot Assist standard on the only trim; NHTSA never crash-tested it.

Quiet and comfortable up front, but 208-mile range, a small cargo hold and heated rear seats only as an option limit multi-hour family trips.

One-pedal drive, silent instant torque, a high seating position and no start button make it relaxing in traffic; the touchscreen-heavy controls are the main annoyance.

Home charging keeps per-mile cost below gas rivals, but 79 MPGe is poor for an EV and EPA rates energy at $950/yr.

Compact footprint, a 37.4 ft turning circle, good visibility and park assist make it easy in town.

A 2,000 lb tow rating, small cargo hold and range that drops under load make it unsuited to real work.

A luxury-oriented first-year EV with leather interior and early software issues; unproven under hard use.

Cargo hooks, a 12 V outlet and a frunk, but no 120 V outlet, V2L or upfit ecosystem.

Comfortable seats, a quiet cabin and standard Pilot Assist help, but 208 miles of EPA range (less at highway speed) and 150 kW charging force frequent stops.

Dual-motor AWD handles gravel and snow, but ~6.9 in clearance, a 2,000 lb tow rating and limited range keep it pavement-leaning.

Split-fold rear seats, a ski pass-through, cargo divider and a small frunk help, but 16 / 46.9 cu ft is tight for bulky gear.

Low battery mass and AWD give secure grip and good cornering, but the ~4,750 lb curb weight shows in quick transitions and over undulations.

Precise but light and short on feedback; turn-in is a touch slower than the gas XC40.

One-pedal mode is strong and handy, and in normal mode the blended pedal feels linear enough to pass for hydraulic brakes; low-speed one-pedal modulation is the main complaint.

402 hp and 486 lb-ft from zero rpm deliver instant, seamless thrust with no wheelspin.

Dual electric motors run near silent under load with only faint motor whine.

Tight turning circle for the SUV segment, unchanged from the gas XC40.

Commanding seating and power memory seats give a good range, but climate and many functions are touchscreen-only and need swiping.

Mid-4-second acceleration makes it a genuine sleeper, though light steering and weight blunt the fun beyond straight-line pace.

The single P8 trim came well equipped: 402 hp dual-motor AWD, Google built-in infotainment on a 9-in touchscreen, a 12.3-in digital cluster, leather, heated front seats, wireless charging, Pilot Assist and the full City Safety suite. That is generous, but in line with the high price.

Performance per dollar is strong (402 hp, 0–60 in 4.7 s), and the full $7,500 federal credit applied in 2021. However, its 208-mile EPA range trailed the Model Y and Mustang Mach-E at similar or lower prices, and steep depreciation erodes the value.

This was a take-it-or-leave-it lineup: one powertrain (P8 AWD), one trim, and only a few option packages. There was no cheaper single-motor entry for budget buyers.

The launch-year US rollout was supply-constrained, and early volumes were small next to the Model Y and Mach-E. It was Volvo's first EV and drew strong interest, but in absolute terms it was a modest seller.

Volvo has a strong safety-and-Scandinavian-design image and a loyal following. It is a solid luxury brand, but it lacks the German marques' prestige halo, and the Recharge's weak resale has undercut the image.

Buyers in 2021 qualified for the full $7,500 federal tax credit, since Volvo was well under the manufacturer cap, plus state EV rebates. Volvo also offered lease support and Care by Volvo subscriptions. Dealer discounts were limited during the 2021 supply crunch.

MY2021 was the electric model's launch year, so the powertrain was brand new, and Google built-in made its debut. However, it rides on the gas-derived CMA platform from the 2017 XC40, the body facelift arrived for MY2023, and the efficiency-improving RWD revision followed in 2024.

Reviewers praised its punchy acceleration, design and Google infotainment, but repeatedly flagged the 208-mile range and real-world efficiency as weak points. It was well reviewed but rarely the pick of the class.