2025 Volvo EX40

The volume 2025 EX40 is the rear-drive Single Motor Extended Range, whose 185 kW motor makes 248 hp — modest against the SUV 150–550 hp band, though it feels stronger than the number because the torque arrives at zero rpm. The Twin Motor Performance roughly doubles that at 402 hp but is the pricier step-up.

310 lb-ft from a standstill sits mid-band for the class and clearly ahead of the gas XC40 B5's 258 lb-ft, which is why the single-motor EX40 feels eager in traffic. The Twin Motor's 494 lb-ft is near the top of the segment.

About 6.9 seconds to 60 mph is brisk in absolute terms but unremarkable for an EV in this class, where many rivals run mid-fives or quicker. The Twin Motor Performance is a much quicker car, in the mid-fours.

As a single-speed EV the EX40 delivers power instantly and almost silently, with no turbo lag or hybrid handoff — a clear step up from the gas XC40's hesitant low-rpm response. It falls short of the very top only because the one-pedal calibration can feel abrupt at parking speeds and a faint motor whine shows under hard throttle.

A single-speed reduction gear means there is nothing to hunt or mistime, so the EX40 avoids the low-speed take-up clunk that the gas XC40 is criticized for. Held just below the top of the band because there are no selectable regen levels beyond a one-pedal on/off toggle.

The US rating of 2,000 lbs is well below the gas XC40's 3,500 lbs and near the bottom of the SUV band, which costs the EX40 heavily on a double-weighted item. Fine for a small utility trailer or bike rack, not for a camper.

All-wheel drive comes with the Twin Motor Performance powertrain, offered on Plus and Ultra trims, but the volume EX40 is rear-drive only, so AWD is an upcharge rather than the default. The dual-motor system reacts quickly because each axle has its own motor, but there is no low range, locking differential or terrain-mode selector.

The EX40 is a pavement car: about 6.9 in of ground clearance (less than the gas XC40's 8.3 in because the battery sits under the floor), and no skid plates, lockers, off-road mode or dedicated trim. Light gravel and snowy driveways are its limit.

Two configurations — the 248 hp RWD Single Motor Extended Range and the 402 hp AWD Twin Motor Performance — give real choice of output and drivetrain, but both are electric. Buyers who want combustion have to move to the separate XC40 B5 nameplate.

106 MPGe combined puts the EX40 in the upper middle of the EV SUV field. It trails slipperier dedicated-EV designs because the XC40 body was drawn for a gas crossover, and the AWD Twin gives up 12 MPGe to its second motor.

City driving is where the EX40 is most efficient: regenerative braking and one-pedal drive lift it to 118 MPGe, worth 326 miles of city range.

At 94 MPGe on the highway, the boxy XC40 shell costs efficiency at interstate speed, dropping highway range to 260 miles.

296 miles is adequate for commuting but sits below the middle of the EV SUV range band at a time when 300-plus is the expected figure, and the AWD Twin loses another 36 miles. This is the item that holds the category down.

A 200 kW peak is solid mid-pack for a 400 V car: ahead of the EX30 and Q4 e-tron, well short of 800 V rivals like the GV60. The peak is held only briefly, so the average across a session is much lower.

28 minutes from 10 to 80% is competitive without being quick; 800 V rivals take about 10 minutes less. Treat it as a best case on a warm, preconditioned pack.

$700 a year is a fraction of what the gas XC40 costs to fuel on the same EPA basis, and the EPA puts the five-year saving against an average new vehicle at $8,500. That assumes home charging; relying on public DC charging erodes it substantially.

There is no fuel grade to think about, energy is cheap, and the 11 kW onboard charger refills the pack in about 8 hours at 240 V. Held below the top because the 2025 car still has a CCS1 port and reaches Tesla Superchargers through an adapter rather than natively.

NHTSA lists both 2025 EX40 variants as 'Not Rated' for overall, frontal, side and rollover, and the electric version was never rated under its earlier XC40 Recharge name either, so per the framework (0 = never rated) the value is 0. The gas XC40's 5-star result is a different vehicle in NHTSA's program and is not carried over.

IIHS has rated the EV body Good in driver- and passenger-side small overlap and in the original moderate-overlap test, but it has no 2025 award and has not been run through the updated side or updated moderate-overlap tests that current awards require. The gas XC40 shell, which IIHS did run through them, scored Good in updated moderate overlap but only Acceptable in the updated side test, so the untested results probably aren't a clean sweep. That puts it in the mid-band: no award, with gaps in the current tests.

Every trim gets AEB with pedestrian/cyclist detection, blind-spot monitoring, rear cross-traffic alert, lane-departure warning, lane-keep assist and traffic-sign recognition. However, adaptive cruise (Pilot Assist) is standard only on the Ultra and optional on the Core and Plus, so the volume trims miss one of the five core features. By the item's guidance that is the 'ACC optional on lower trims' band.

The only published IIHS result is an 'Advanced' rating for the standard system's daytime pedestrian AEB, which is not the top 'Superior' tier. There is no rating from the updated vehicle-to-vehicle test and no night pedestrian result. City Safety's broad coverage (vehicles, pedestrians, cyclists, large animals) is real, but without verified top-tier or nighttime results it belongs in the adequate-daytime band.

Blind-spot monitoring and rear cross-traffic alert are standard on every trim, and on this body they intervene rather than only warn: IIHS credits the platform with standard rear automatic braking, and Volvo's BLIS includes steer assist. Trailer-aware coverage doesn't apply to this vehicle.

Lane-departure warning and lane-keep assist are standard. Reviewers describe the Pilot Assist centering as smooth, with no weaving and confident through freeway bends. True centering, however, comes only with Pilot Assist, which is standard on the Ultra and optional below it, so the volume configuration gets lane keeping only.

Where fitted, Pilot Assist is well reviewed: a full-speed adaptive cruise with stop-and-go that came to a complete stop and resumed on its own in traffic, combined with lane centering. Adaptive cruise is not standard on the Core or Plus, though, so the volume trim carries it only as an option. That keeps the item in the middle band despite the good reviews.

No hands-free driving system is offered on any 2025 EX40, and Pilot Assist is a hands-on system. That puts it in the no-hands-free band; it scores slightly above zero only because a competent hands-on assist is available.

IIHS publishes no headlight rating for the 2025 EX40, so performance is unverified. LED headlights are standard, while adaptive (bending) headlights and automatic high beams are optional rather than standard on the volume trims. The score sits in the middle band because the item can't be credited as 'Good standard across the range'.

The boxy XC40-based body, with its tall glasshouse, high seating position and squared-off hood, gives good forward and side sightlines for a subcompact SUV. The rising beltline and thick D-pillars restrict the rear three-quarter view, and the 360-degree camera that would compensate is optional rather than standard (a rear camera and rear sensors are standard).

IIHS rates the LATCH hardware Acceptable rather than Good. There are two outboard positions with full LATCH and a center seat with only a tether anchor. Square door openings help with loading, but the subcompact rear bench makes multiple seats, or a rear-facing seat, a tight fit.

The 2025 EX40 is a two-row, five-seat subcompact SUV in every trim. That sits near the bottom of the SUV band, which runs up to eight seats.

The panoramic roof is standard on the volume Plus trim and cuts front headroom to 37.6 in, low in the SUV band. The Core trim has no glass roof and gets about 39 in.

Front legroom is near the bottom of the SUV band. The 106.4-in wheelbase leaves less seat travel than in larger rivals.

The boxy roofline keeps good rear headroom, the best of the EX40's passenger dimensions. Sloped-roof electric rivals give up more.

36.1 in of rear legroom is competitive for a subcompact luxury SUV but well short of a Mercedes GLB. The battery under the floor raises the rear passengers' knees slightly.

There is no third row on any EX40. It scores in the low band because the item's rules count a missing third row as a low score.

At 16.0 cu ft behind the rear seats, the US-rated cargo space falls well under the 25 cu ft floor of the SUV band, so it scores zero. The tall, square opening makes the space more usable than the number suggests.

57.5 cu ft with the seats folded is just above the SUV band's 55 cu ft floor. That is roughly level with the BMW X1 within its class.

Volvo moved the bass speaker into the dashboard to make room for very large door bins, and added a removable console bin, under-floor cargo storage, a folding cargo divider with bag hooks and a small front trunk for cables. Together these make it a standout for small-item storage.

Volvo's front seats are well shaped and supportive over long drives. The rear bench is flatter with a short cushion, and the raised battery floor lifts rear passengers' knees.

The firm suspension keeps the body flat but passes bumps into the cabin. The short wheelbase, heavy battery and 19–20-in wheels make sharp impacts busy. No adaptive dampers are offered.

With no engine noise, the cabin is quiet and refined around town. Tire noise on coarse pavement is more noticeable with nothing to mask it, and there is no acoustic glass or active noise cancellation.

Heated front seats, wireless charging and dual-zone climate are standard, and remote preconditioning works through the app. For 2025, though, the heated steering wheel, heated rear seats and heat pump are Ultra-only, and no ventilated seats are offered on any trim.

The 2025 EX40 Core starts at $53,795 with destination. That is a modest cut from the 2024 XC40 Recharge, but still near the top of the SUV price band for a subcompact.

We treat the mid-tier Plus Single Motor as the volume configuration. It adds the equipment most buyers order on top of Core, at $2,800 over the base car.

The EV drivetrain has no oil, plugs or transmission service. Volvo's 3-year complimentary maintenance also covers the early years, so spend stays near zero until year 3 and the 5-year total is low for a luxury SUV.

Volvo's EVs depreciate steeply. KBB has the EX40 losing $23.7K in year one alone, and the used market is crowded with XC40 Recharge units. We weight the KBB figure over CarEdge's more optimistic projection, which puts retention at the bottom of the SUV band.

Volvo's 4-year/50,000-mile new-vehicle limited warranty matches the German luxury norm. It trails the 5-year plans from Genesis and Hyundai.

The high-voltage battery carries the industry-standard 8-year/100,000-mile coverage with a 70% capacity floor. That is competitive, not class-leading.

Volvo includes 3 years/36,000 miles of complimentary factory scheduled maintenance and 4 years of unlimited-mile roadside assistance. Google built-in connected services and OTA updates come on top. That is multi-year included maintenance with real perks, which puts it in the top band.

$56,595 volume-trim price minus its estimated resale value after 5 years (40% retained, or about $22,638) leaves about $33,957 in depreciation. Add the projected $3,756 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $37,713 in total.

2025 is the first model year sold as the EX40, but the car is the carried-over XC40 Recharge Pure Electric on the CMA platform, with the rear-drive single motor introduced for 2024. The electric variant has consistently predicted worse than the gas XC40. Its complaint pattern is Android Automotive infotainment freezes and reboots, 12V battery drain, and charging and drive-power faults, not motor or pack failures. That puts it in the middle of the mixed-signals band, a touch below the 2026 car, which has had one more year of software fixes.

Volvo has been a bottom-third brand in three-year dependability studies for several years running, dragged down by electrical and infotainment problems across the range. Consumer Reports brand rankings are kinder, placing it in the bottom half rather than at the bottom, so this sits at the low edge of the mid-pack band. This is a brand-level measure, so the score matches the XC40's.

Model year 2025 has three NHTSA campaigns. The most serious is 25V392000: the car can lose brake function while coasting downhill in One Pedal Drive, and owners were told not to use the mode until repaired. The other two are the fleet-wide rearview-camera recall, issued twice (25V282000, then 25V908000) because the first software fix did not hold. All three remedies are software (over-the-air or dealer), and there is no fire or structural campaign. A brake-function recall plus a fix that failed and had to be reissued drops this just below the typical-activity band.

Going electric removes the gas XC40's known durability liabilities: no timing-belt service, no direct-injection carbon buildup, no automatic transmission. The roughly 79 kWh NMC pack has had no fire or capacity recall. What holds it in the mid band is newness, not known defects. The rear permanent-magnet motor in the volume Single Motor Extended Range trim arrived only for 2024, so a 2025 has no high-mileage US track record. The 2025 brake-function recall involves the regenerative-braking calibration, not the motor or pack hardware.

Reviewers consistently praise the cabin for its price: distinctive Scandinavian design, felt-lined door bins, convincing leather-free textiles and recycled-content trim, and switchgear that feels better than the segment norm. It falls short of class-leading because hard plastics persist in the lower cabin and doors compared with a BMW X1 or Audi Q3.

Ghent-built Volvos are well assembled: tight, consistent panel gaps, solid door closure, and few rattle or squeak complaints in long-term tests. It stays out of the top band because Volvo's initial-quality standing is below average, though that penalty comes mostly from infotainment usability complaints, not physical assembly defects.

Volvo has roughly 280 US dealers, materially fewer than BMW, Mercedes-Benz or Lexus, concentrated on the coasts and in major metros. High-voltage work requires EV-certified technicians and equipment, so the network that can fully service this car is a subset of an already thin one. Service satisfaction is middling rather than poor.

Routine maintenance runs well below the European-luxury norm: no oil changes, no timing belt, no transmission fluid, and regenerative braking cuts brake wear sharply. But anything that does break is expensive. Parts are priced like European luxury parts and are largely OE and dealer-controlled, the independent aftermarket for electric Volvos is close to nonexistent, and an out-of-warranty high-voltage pack or motor replacement is a five-figure repair.

Every trim has the same 9-in portrait center screen, the smallest main display in its class. Volvo's newer electric models use 12.3–14.5-in screens.

The Google built-in system is logical and quick, with Google Maps and helpful EV charging screens. The small portrait screen and touch-only climate controls hold it back.

Wireless Apple CarPlay works on every trim of the Google built-in system. Android Auto projection matters less because Google apps are built in, and its support for 2025 is not clearly confirmed, so this scores below the fully wireless benchmark.

Google Assistant and Google Maps are standard and lead the class. Maps plans EV routes with charging stops and arrival battery estimates.

The standard 8-speaker system is adequate. The good Harman Kardon system is only on the Ultra trim, so the volume Plus trim does not get it.

A sharp 12.3-in digital driver display is standard on every trim and can show Google Maps. It offers fewer layouts than Audi's Virtual Cockpit.

Volvo pushes whole-vehicle over-the-air updates to its Google-based EVs. These have added features and improved charging and range on cars already sold.

The Volvo Cars app handles remote climate, locking, locating and charge scheduling. Owners report slow or failed commands.

Wireless charging and USB-C are standard on every 2025 trim. There is no 120V household outlet and no vehicle-to-load power on the US car.

The EX40 has keyless entry, no start button at all (it is ready to drive once you sit in and select Drive), a power tailgate and a digital key in the app. A hands-free tailgate is not confirmed on every trim.

The volume Plus trim adds a 360-degree camera and front, rear and side parking sensors. Image quality trails newer German systems.

No head-up display is offered on any 2025 EX40 trim.

The boxy body's square door openings and tall roof make fitting a child seat easier than in sloped-roof rivals, and the big door bins hold kid clutter. But 36.1 in of rear legroom pushes the front seat forward for a rear-facing seat, and 16 cu ft of cargo struggles with a stroller plus shopping.

Automatic emergency braking, blind-spot monitoring and lane-keep assist are standard. On the volume Plus trim, however, adaptive cruise and Pilot Assist are Ultra-only for 2025, and the electric EX40 has no NHTSA star rating of its own.

The quiet cabin and good front seats help, but on the volume trim the rear passengers get no heated seats, and 16 cu ft of cargo will not take four people's luggage. A highway range of about 260 miles adds charging stops.

Instant, smooth torque and well-tuned one-pedal driving make stop-and-go traffic effortless, and the high seat gives good sightlines. The firm ride over broken city pavement is the main drawback.

Electricity costs about $700 a year, and with no oil changes and long brake life, running costs are low. Expensive 19–20-in tires and luxury-brand labor keep it out of the top band.

At 174.8 in long it is short and easy to place, with good visibility, a 37.4-ft turning circle and a standard 360-degree camera from the Plus trim. It handles tight city spaces well.

This is not a work vehicle. Its 2,000-lb tow rating is low for its class, and the cargo area is small, so it scores in the low band.

A luxury cabin with no work trim, rubber flooring or fleet record puts this in the low band. The simpler electric drivetrain helps a little.

There is no 120V outlet, no vehicle-to-load power and no upfit ecosystem. The cargo divider, under-floor bin and small frunk help only a little.

Good front seats and a quiet cabin suit long drives, but the volume Plus trim lacks adaptive cruise in 2025, which raises fatigue. A highway range of about 260 miles and a firm ride also limit it.

The volume single-motor car is rear-wheel drive, ground clearance is 7.1 in and towing is 2,000 lbs, so it is mostly a pavement car. Roof rails and the optional twin-motor AWD help with bikes and gravel roads.

The square cargo hold, folding divider, under-floor bin and frunk make good use of the space, but 16 cu ft behind the rear seats and a 60/40 split with no ski pass-through limit how much bulky gear fits.

The low battery and rear-drive single-motor layout make it corner flatter and more neutrally than the gas XC40. Its weight, about 4,600 lb, and comfort tuning still keep it from being eager in corners.

The steering is accurate, and its Light and Firm settings change the weight. Feedback is limited, and the light setting can feel disconnected.

One-pedal drive is smooth in traffic and the brakes are large for the class. The changeover from regenerative to friction braking can feel uneven at low speed, and the car's weight lengthens stops.

Instant torque from a single-speed drive with an easy-to-modulate throttle makes for very smooth delivery, with no shift or engine stop/start. It is among the most refined powertrains in its class.

The electric drivetrain is near-silent under load and sends no vibration through the controls. A slight motor whine at full power is the only sound.

Volvo quotes an 11.4 m (37.4 ft) curb-to-curb turning circle on every 2025 EX40 version. That is mid-band for SUVs and easy in parking garages.

The high, upright seat and big windows give excellent visibility, and the seats and wheel adjust widely. Climate and most settings are touchscreen-only, with few physical controls.

Instant torque and the rear-drive balance make it more fun than the gas XC40, and the twin motor is genuinely quick. Even so, it is a comfort-focused crossover more than an enthusiast's pick.

Every 2025 EX40 comes with the full safety and driver-assist suite, Pilot Assist, a panoramic roof, heat pump, heated front seats and wheel, a power tailgate and Google built-in. BMW and Audi still sell much of that in packages. It stops short of the top band because the center screen is small and no head-up display is offered.

At $53.8K–$56.6K the EX40 costs more than the Model Y, Ioniq 5 and Q4 e-tron while offering mid-pack range and a small cargo hold. In 2025 the $7,500 federal credit still reached lease customers, and deep lease support narrowed the gap in practice. Fair value, not a bargain.

Three trims (Core, Plus, Ultra), each with either the RWD single motor or the AWD twin motor for $1,750 more, make a tidy six-way grid. There is only one battery size, and the price ladder spans about $8K with no low-cost entry point.

The EX40 sells in low volume in the US. It now shares Volvo's EV demand with the cheaper EX30 and the EX90, while the subcompact-luxury segment's volume goes to the BMW X1 and the EV volume to the Model Y. EU tariffs in 2025 and the end of the lease credit squeezed it further.

Volvo has a strong identity built on safety and Scandinavian design, and it competes credibly with the Germans for consideration. Weak EV resale value is the part of the brand image that costs buyers money.

For MY2025 the EX40 drew heavy subvented leases, including the $7,500 federal lease credit passed through until 30 September 2025, and dealers discounted slow-moving inventory. Buyers had real negotiating power.

The body and CMA platform date to MY2019, and the BEV to MY2021. The 2024 move to rear-wheel drive and the 2025 EX40 rename freshened it, but structurally it is an aging generation sitting beside Volvo's newer SEA and SPA2 EVs.

Reviewers praise the cabin quality, comfort, refinement and Google software, and criticize range for the money, cargo space and the small screen. It is well reviewed but rarely the pick of a comparison test. The XC40's major awards (2018 European Car of the Year) belong to the gas car's launch.