2022 Volvo XC40

2022 is the last pre-facelift year, still on the conventional (non-mild-hybrid) T4/T5 Drive-E engines. The volume T5 AWD makes 248 hp; the base T4 front-driver 187 hp, and the separate XC40 Recharge twin-motor EV tops the nameplate at 402 hp.

258 lb-ft from the T5 arrives low in the rev range for brisk around-town response; middling for the subcompact luxury class.

The T5 AWD reaches 60 mph in about 6.2 seconds, quick for the segment; the T4 front-driver is considerably slower.

The T5 turbo four pulls strongly once boost builds, but reviewers note a beat of turbo lag from rest, an abrupt conventional stop-start (no 48V starter-generator yet) and a coarse note when worked hard.

The Aisin 8-speed automatic shifts cleanly once moving but low-speed take-up can be hesitant, especially on stop-start restarts; R-Design adds paddles.

3,500 lbs is competitive for a subcompact luxury SUV — enough for a small camper or a pair of jet skis.

AWD comes with the T5 and is offered on every trim (Momentum, R-Design, Inscription), but the T4 is front-drive only and the system is a conventional on-demand setup with no low range or lockers.

Around 8.3 in of ground clearance and hill descent control with an off-road drive mode are decent for the class, but there are no skid plates, lockers or off-road trim — pavement-oriented.

For 2022 the nameplate offered three distinct powertrains in the US: T4 FWD and T5 AWD turbo fours plus the XC40 Recharge Pure Electric twin-motor EV — though no hybrid or PHEV was sold in the US.

The volume T5 AWD is EPA-rated 25 MPG combined; the T4 front-driver manages 26. Middling for a gas luxury SUV and a point behind the 2023 mild-hybrid B5.

22 MPG city with no electrification of any kind; the AWD T5 is thirstiest in town.

30 MPG highway for the T5 AWD; the boxy shape and AWD cost it a few MPG versus slipperier rivals.

A small 14.2-gallon tank and 25 MPG combined give roughly 355 miles — short for the class.

EPA's published annual cost for the T5 AWD is $3,300 on premium fuel — expensive for the segment; the regular-fuel T4 is $2,600.

Mixed across trims: the volume T5 AWD is EPA-listed on premium, while the base T4 runs on regular unleaded.

NHTSA rated both 2022 XC40 gas configurations five stars overall, with five-star frontal and side results and a four-star rollover rating that is typical for a tall subcompact SUV.

The 2022 XC40 is an IIHS Top Safety Pick+. It rates Good in both small-overlap tests, both moderate-overlap tests, the original side test, roof strength and head restraints, with Good headlights on every trim. The updated side test, introduced later, is the only blemish on the generation's record and was not an award criterion for 2022.

Every trim gets City Safety AEB (pedestrian, cyclist and large-animal detection), Lane Keeping Aid, run-off-road mitigation, BLIS with Steer Assist and Cross Traffic Alert. Adaptive cruise is the gap: Pilot Assist comes only in the extra-cost Advanced Package, even on the volume Momentum trim. That puts the suite at the top of the middle band.

The standard City Safety system earned IIHS's top Superior rating in both the vehicle-to-vehicle and the daytime pedestrian tests. No nighttime pedestrian result is published, which keeps it short of the very top.

Blind-spot monitoring and rear cross-traffic alert are standard on every trim, and BLIS actively intervenes with Steer Assist against an unsafe lane change. There is no safe-exit alert, which keeps it out of the upper reaches of the top band.

Lane Keeping Aid and lane departure warning are standard. True lane centering arrives only with optional Pilot Assist, and reviewers find Volvo's centering conservative: it drops out on faded markings and tighter curves.

Pilot Assist is full-speed-range adaptive cruise with stop-and-go and steering support, so the system is capable when fitted. But it is a paid option on every 2022 trim rather than standard, and its braking on cut-ins is somewhat abrupt.

The 2022 XC40 offers no hands-free highway driving on any trim. Pilot Assist is a hands-on system that requires steering-wheel input.

IIHS rates the standard LED reflector headlights Good on every 2022 trim. They are curve-adaptive and come with high-beam assist.

The boxy body, tall glasshouse and high seating position give good forward and side sightlines for a subcompact. The rising beltline and thick D-pillars limit the rear three-quarter view, and the compensating 360° camera is part of the optional Advanced Package.

IIHS rates the XC40's LATCH Acceptable, with full lower-anchor hardware in two rear positions and a tether-only third. Square door openings help with installation, but the subcompact rear makes three-across and rear-facing seats tight.

Two-row, five-passenger subcompact SUV on every 2022 trim; no third-row option.

The no-sunroof figure per item rule; adequate but not generous — the panoramic roof trims it noticeably.

Near the bottom of the SUV band, a product of the short 106.4-in wheelbase.

The boxy roofline gives generous rear head clearance — the XC40's best passenger-space figure.

Competitive for a subcompact luxury SUV, ahead of the Audi Q3 and Lexus UX, but tight behind a tall driver.

No third row exists on any 2022 XC40; scored in the low band as required for a two-row SUV.

About 21 cu ft behind the rear seat sits below the SUV band floor; reviewers consistently name cargo room the XC40's main drawback.

Just above the SUV band floor; roughly par with the BMW X1.

The XC40's signature: a dash-mounted woofer frees laptop-sized door bins, plus a removable console bin, under-seat drawer, folding cargo-floor divider with bag hooks and an underfloor cubby.

Volvo's front seats are class-benchmark supportive, with power adjustment and driver memory standard on Momentum; the rear bench is flatter with a short cushion.

Generally composed and refined on the Momentum's 18-in wheels; the short wheelbase and 19-20 in wheels on R-Design/Inscription make it busier over broken pavement.

Wind and road noise are well isolated for a subcompact at cruise, though the T5 four sounds coarse when worked and coarse surfaces bring road roar.

Heated front seats are standard on Momentum but it has single-zone auto climate; dual-zone and a power passenger seat come in the Premium package, the heated wheel in an option package. No ventilated seats.

The 2022 gas lineup opens with the 187-hp T4 Momentum front-driver at $36,195 with destination, among the lowest entry prices in the subcompact luxury SUV class.

The T5 AWD is the volume powertrain (the one scored elsewhere for this year); a T5 Momentum with Premium/Advanced package and metallic paint, or a near-base T5 R-Design, typically lands around $42.5K.

Volvo's complimentary 3-year/36,000-mile factory scheduled maintenance covers routine service in years 1–3, so five-year out-of-pocket cost is modest; the conventional (non-mild-hybrid) T5 avoids 48V-system repair exposure but years 4–5 are out of warranty.

Volvo residuals trail the German luxury set and the XC40 is lease-heavy; the pandemic-era used-car spike flattered early 2022 values but five-year retention projects to roughly half of MSRP.

Volvo's US new-vehicle limited warranty is 4 years/50,000 miles, matching BMW, Audi and Mercedes-Benz.

Volvo does not offer a longer powertrain term on the gas XC40; engine and drivetrain share the 4-year/50,000-mile basic coverage, below the 5–10 year band.

Volvo includes 3 years/36,000 miles of factory scheduled maintenance plus 4 years of roadside assistance and a Volvo On Call connected-services period — multi-year maintenance that Audi Q3 and Mercedes GLA buyers don't get. Slightly below the 2023 car, which added Google built-in with included data.

$42,500 volume-trim price minus its estimated resale value after 5 years (50% retained, or about $21,250) leaves about $21,250 in depreciation. Add the projected $4,300 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $25,550 in total.

2022 is the last pre-facelift year of the 2019+ CMA generation, so the gas XC40 carries over the T4/T5 2.0T and Sensus infotainment. J.D. Power rates its quality above the 2023 refresh, and Consumer Reports rates it average. Owner trouble spots are brakes, electronics and body hardware rather than the engine, which puts it mid-band.

Volvo has ranked below the industry average in J.D. Power's dependability study for several years, mostly on electrical and infotainment faults. Consumer Reports puts the brand in the lower half rather than at the bottom, which places it on the mid-pack/low boundary.

The 2022 gas XC40's only NHTSA campaigns are the fleet-wide rearview-camera software recall and its follow-up, after the first fix fell short. The 2022 battery-module (BECM) and accelerator-sensor recalls apply only to the XC40 Recharge BEV, and the 2023 brake-module recall doesn't reach this year. That is lighter than typical recall activity, though the camera repeat shows a software weak spot.

The 2022 gas XC40 uses the mature 2.0L VEA (Drive-E) turbo four in T4/T5 tune with the Aisin 8-speed automatic, and has none of the 48V mild-hybrid hardware added for 2023. The engine family has no catastrophic failure mode. Known wear items are timing-belt service, PCV faults and direct-injection carbon buildup.

Reviewers praise the cabin's Scandinavian design, felt and textile surfaces, and solid switchgear, all above the segment norm for the price. It stops short of class-leading because of hard plastics in the lower cabin and doors compared with the BMW X1 and Audi Q3.

XC40s from the Ghent plant are well assembled, with consistent panel gaps and few rattle complaints, and J.D. Power's quality score is solid. Consumer Reports owner complaints about door locks, seats and the sunroof keep it off the top band.

Volvo has roughly 280 US dealers, far fewer than BMW, Mercedes-Benz or Lexus, and most are on the coasts and in major metros. Owners in rural or interior areas can face long drives for warranty work, and service satisfaction is mid-pack.

Parts are priced at European-luxury levels and come mostly through dealer channels, with a thinner independent aftermarket than the German brands. Maintenance costs run above the all-brand average, and the timing-belt service is a large one-time bill.

Pre-facelift Sensus on Volvo's 9-in portrait display, the only size offered; small against BMW/Mercedes widescreens.

The 2022 gas XC40 still runs the older Sensus system (Google built-in arrived with the 2023 facelift): laggy touch response, small targets and climate controls buried in the screen.

Apple CarPlay and Android Auto are both standard but wired-only, and Sensus shows CarPlay in a partial window rather than full-screen.

Native navigation is not standard on Momentum (Premium package), and Sensus voice control is command-based and dated next to the 2023 Google Assistant setup.

The volume Momentum gets an adequate 8-speaker system; the strong 13-speaker, 600 W Harman Kardon is optional on upper trims.

A 12.3-in full-digital driver display is standard on every trim, though configurability is limited versus Audi's Virtual Cockpit.

Sensus-equipped gas XC40s do not receive whole-vehicle OTA updates; software and map updates are largely dealer or download based. Volvo's OTA platform arrived with the Google built-in cars.

Volvo On Call covers remote lock/unlock, locate and remote start/pre-conditioning, but owners report slow or failed commands and a subscription after the included term.

Two USB-A front and two USB-C rear; the wireless charging pad is standard on R-Design/Inscription but optional (Premium package) on Momentum. No AC outlet.

Push-button start is standard; full keyless entry and a hands-free power tailgate come via packages/upper trims. Remote start through Volvo On Call; no phone-as-key.

Rear camera and rear park sensors are standard; front sensors come in Premium and the 360-degree camera only in the Advanced package, with mediocre resolution.

No head-up display is offered on the 2022 XC40 at any trim or package.

Square door openings and a tall roof ease car-seat installs and big door bins swallow clutter, but ~21 cu ft of cargo is tight for a stroller plus groceries.

Standard City Safety AEB, BLIS with steer assist and lane keeping; NHTSA 5 stars and IIHS Top Safety Pick+. Pilot Assist costs extra in the Advanced package.

Excellent front seats and a quiet cruise, but single-zone climate on the base trim, a flat rear bench and a small hold limit four-up trips.

Commanding seating and ample T5 midrange make traffic easy, but stop-start shudder and low-speed hesitation from the 8-speed detract.

25 MPG combined on premium fuel means about $3,300/yr per EPA — expensive for the class.

A 174-in footprint, square hood, tall glasshouse and 37.4-ft turning circle make it easy in the city; front sensors and the 360 camera cost extra.

Not a work vehicle — small hold, no bed — though a 3,500-lb tow rating lifts it to the top of the low band.

Luxury interior with no wear-friendly surfaces, a turbocharged four, and no fleet presence.

No 120V outlet, no upfit ecosystem and carpeted surfaces; just consumer cargo hooks, divider and roof rails.

Superb front seats and a quiet cabin, but ~355-mile range and Pilot Assist only as an option limit its touring credentials.

T5 AWD, ~8.3 in clearance, hill descent control, roof rails and 3,500-lb towing handle gravel roads and bike racks; no skid plates or off-road hardware.

The tall, square hold with folding floor divider and underfloor cubby uses its limited space well; 57.5 cu ft folded, but bulky gear is a squeeze.

Secure, predictable and reasonably nimble on Momentum's 18s, but comfort-tuned with noticeable roll — less agile than the BMW X1.

Precise and easy to place, but light with little feedback.

Conventional brakes with no regen blending give a firm, progressive pedal; stopping distances mid-pack for the class.

The 248-hp T5 has strong midrange, but off-the-line hesitation and an abrupt stop-start restart (no 48V starter-generator until the 2023 B5) detract.

Subdued at cruise, but the 2.0-L turbo four turns coarse under load and stop-start restarts send a shudder through the cabin.

Mid-pack for a subcompact luxury SUV.

High, upright seating, deep glass and a memory power driver seat give excellent sightlines; climate controls buried in the laggy Sensus touchscreen cost points.

248 hp and a 6.2-s 0-60 give decent pace, but numb steering and a comfort-tuned chassis rarely invite the long way home.

Every 2022 XC40 gets City Safety AEB, blind-spot and cross-traffic alert, lane keeping, LED headlights, the 12.3-inch digital cluster, 9-inch Sensus touchscreen with Apple CarPlay/Android Auto and 3 years of included maintenance. Panoramic roof, heated wheel, Pilot Assist and power tailgate largely sit in packages or upper trims, and the aging Sensus system lacks the 2023's Google built-in.

A ~$36K start and ~$40–43K for the volume T5 AWD undercut the BMW X1 and Mercedes GLB while bundling a 248-hp AWD powertrain, strong safety suite and included maintenance. Fair value, held back by below-average resale and middling space and efficiency.

Two engines (T4 187 hp FWD, T5 248 hp AWD) across three distinct-character trims (Momentum, sporty R-Design, luxury Inscription), plus the Recharge Pure Electric under the same nameplate. Well-spaced, though narrower than a mainstream crossover lineup and the T4 is FWD-only.

Supply-chain shortages hit the XC40 hard in 2022 — goodcarbadcar shows months with zero reported deliveries and a full-year US total well below the ~28K it reached in 2023. Demand was healthy but deliveries were constrained, leaving it a mid-to-low-pack seller behind the BMW X1 and Mercedes GLA/GLB that year.

Volvo's safety-and-Scandinavian-design image is distinctive and earns real loyalty, but trails BMW, Mercedes-Benz and Audi in aspirational pull and in the badge premium that supports resale.

MY2022 sold into the depths of the chip shortage: thin inventory meant luxury crossovers commonly transacted at or above MSRP with little room to negotiate, and Volvo's usual subvented lease deals were scaled back.

2022 is the final pre-facelift year of a generation launched for MY2019, still on conventional T4/T5 engines and the Sensus infotainment; the 2023 refresh (mild-hybrid powertrains, Google built-in, new front styling) was already announced, so buyers faced immediate obsolescence.

The generation launched as 2018 European Car of the Year and 2019 North American Utility of the Year, and 2022 reviews still praise its design, comfortable seats, safety tech and peppy T5, while knocking the laggy Sensus touchscreen, tight rear cargo area and firm R-Design ride. Upper half of the class rather than the outright pick.