2024 Volvo XC40

For 2024 the only gas XC40 sold in the US is the B5 AWD: a 2.0L turbocharged four-cylinder with a 48V mild-hybrid starter-generator, rated 247 hp. That is mid-pack for a subcompact luxury SUV. The electric XC40 Recharge, still sold under the XC40 name in 2024, makes more power but is a different powertrain class.

Peak torque of 258 lb-ft arrives from 1,800 rpm, so the XC40 feels brisk around town. The figure is average for the class.

At about 6.1 seconds to 60 mph the B5 AWD is competitive with the gas BMW X1 and Mercedes GLA 250. It is well behind the segment's dual-motor EVs.

The B5 is smooth and quiet at cruising speed, and the 48V system helps fill the low-rpm gap. Reviewers still note a moment of turbo lag from a stop and a coarse sound when the four-cylinder is pushed hard.

The 8-speed Geartronic automatic shifts cleanly once moving. Take-up at low speed can be hesitant, especially when the engine restarts after an auto stop, and volume trims have no paddle shifters.

The XC40 is rated to tow 3,500 lbs with a hitch. That is competitive for a subcompact luxury SUV but suits only light trailers.

AWD is standard on every 2024 gas XC40 (B5 AWD only; front drive was dropped). It is a conventional on-demand system with no low range, no locking differentials and no terrain-mode suite beyond an off-road drive mode.

Ground clearance of about 8.3 inches is respectable for the class, and hill descent control is included. The XC40 is still built for pavement: no skid plates, no lockers and no off-road trim.

For 2024 the XC40 nameplate covers one gas powertrain (B5 AWD mild hybrid) and two battery-electric versions (Recharge single-motor, rear-drive from MY2024, and Recharge Twin). That is three distinct options, with no PHEV and no full hybrid. The EV was renamed EX40 only from MY2025.

The 2024 B5 AWD is rated 26 MPG combined. The 48V mild hybrid helps a little, but the XC40 still trails the 28-MPG BMW X1 and Mercedes GLA 250.

24 MPG city. Stop-start and the mild-hybrid system help in town, but the motor never drives the wheels on its own.

30 MPG highway. The XC40's boxy shape and standard AWD put it a few MPG behind its slipperier German rivals.

A small 14.2-gallon tank at 26 MPG combined gives about 369 miles, which is short for the class. EPA publishes no range figure for gas vehicles, so this is derived from the tank and the EPA rating.

EPA estimates $3,150 a year on premium fuel at its current price assumptions, among the higher costs for a compact luxury SUV. It reflects both the 26 MPG rating and EPA's premium fuel classification.

Volvo recommends 91-octane premium for full output but allows 87-octane regular with reduced performance. That puts it in the 'premium recommended, not required' band. EPA nonetheless rates and prices it on premium.

NHTSA rated the 2024 XC40 B5 AWD at the maximum five stars overall, with five-star frontal and side results and a four-star rollover rating typical of a tall crossover.

Good in driver- and passenger-side small overlap and in both the original and updated moderate overlap tests, but only Acceptable in the updated side test, where structure and pelvis protection were rated Marginal. The XC40 is not on IIHS's 2024 Top Safety Pick list (only the XC90 earned one among Volvos), so it sits mid-band: mostly Good with a meaningful side-impact weakness and no award.

AEB (City Safety with pedestrian/cyclist/large-animal detection), lane departure warning and lane keeping, blind-spot monitoring, rear autobrake/cross-traffic alert and a 360° camera are all standard on every 2024 trim. Adaptive cruise with Pilot Assist is not standard on the base Core — it is optional on Plus and standard only on Ultimate — which keeps the item out of the top band.

IIHS rates the standard system Superior vehicle-to-vehicle (avoided collisions at 12 and 25 mph) and Advanced for daytime pedestrians — it avoided the crossing and parallel adult targets but only reduced impact speed for the crossing child. No IIHS nighttime pedestrian result is published, so it falls short of the 80+ requirement.

Blind-spot monitoring and rear cross-traffic alert are standard on every trim and both intervene rather than just warn: BLIS adds steer assist, and cross-traffic alert is backed by rear automatic braking. No trailer-aware coverage, which is minor for this class.

Lane departure warning and Lane Keeping Aid are standard, but true lane centering comes only with Pilot Assist, which is optional on Plus and standard only on Ultimate. Reviewers describe Volvo's centering as conservative — it disengages on faded lines and tight curves — so it is functional rather than class-leading.

Pilot Assist is a full-speed-range adaptive cruise with stop-and-go and integrated steering assistance, which is a coherent highway-assist package. It loses points because it is not standard on the base trim and because reviewers note cautious, sometimes abrupt braking on cut-ins.

No XC40 trim offers hands-free driving. Pilot Assist is a hands-on system that requires steering-wheel input, so the item scores in the 'no hands-free option' band, just above zero because the hands-on assist is competent.

LED headlights are standard, and pixel LED headlights with active bending and adaptive high beam come on Ultimate. IIHS has not published headlight ratings for the facelifted 2023–24 XC40, and IIHS's 2024 award criteria require standard Acceptable or Good headlights, so an unrated car cannot qualify. Scored mid-band on the hardware alone.

The XC40's boxy body, tall glasshouse and high seating position give good forward and side sightlines for a subcompact. Thick D-pillars and a rising beltline limit the rear three-quarter view, but for 2024 a 360-degree camera is standard on every trim, including Core, which makes up for it.

IIHS rates LATCH ease of use Acceptable: two outboard positions have full lower-anchor hardware and the center seat has only a tether. Square door openings help with loading seats, but three-across is a squeeze and a rear-facing seat cuts into front legroom in this subcompact cabin.

The 2024 XC40 is a two-row, five-seat subcompact SUV on every trim. It belongs to the first generation (2019–), after the MY2023 facelift, and 2024 is a carry-over year for the cabin.

The volume Plus trim comes standard with a panoramic roof, which leaves 37.6 in of front headroom. That is near the bottom of the SUV band. Core cars without the glass roof get up to 39 in.

Front legroom sits near the bottom of the SUV band because of the 106.4 in wheelbase. Most drivers fit, but very tall ones run short of seat travel.

The boxy roofline gives good rear head clearance. It is the XC40's best passenger-space dimension and beats sloping-roof rivals such as the GLA and the Q3 Sportback.

Rear legroom of 36.1 in is competitive for a subcompact luxury SUV, though knee room tightens behind tall front occupants.

No XC40 configuration has a third row. It is scored in the low band, as the rule for two-row SUVs requires.

The 20.4 cu ft behind the rear seats is below the SUV band's 25 cu ft floor and small even for the class; the BMW X1 has about 25.7. The square opening and the folding floor partition on Plus make the space more usable than the figure suggests.

At 57.5 cu ft, maximum cargo is just above the SUV band floor. That is on par with subcompact luxury rivals but small for SUVs as a whole.

Moving the woofer into the dash frees large door bins that can hold a laptop. Add the removable console bin, the fold-out grocery hook and the folding cargo-floor partition, and the XC40 has standout small-item storage for its class.

In typical Volvo fashion the front seats are comfortable and supportive over long drives. The rear bench is flatter and has a short cushion. The volume Plus trim adds leather and a power passenger seat.

The ride is firm but well controlled. The short wheelbase and the 19 in wheels on Plus (20 in on Ultimate) make it busy over broken pavement, and no adaptive dampers are offered.

Wind noise is well suppressed and the mild-hybrid four-cylinder is quiet at cruise. Tire roar comes through on coarse surfaces, especially on 19–20 in wheels, and there is no active noise cancellation.

Dual-zone automatic climate and heated front seats are standard on Core, and Plus adds an air purifier. A heated steering wheel and heated rear seats require the $550 Climate package. Ventilated seats are not offered.

For 2024 the cheapest gas XC40 is the B5 Core AWD. All-wheel drive is standard because front drive was dropped this year. With destination it starts at about $41.3K, mid-pack among subcompact luxury SUVs.

Plus is the volume trim. It lists at $46,195 with destination, and most retail cars add metallic paint or a package, which puts a typical build near $47.5K. CarEdge's average for a typically equipped XC40 is about $48.2K.

Volvo's complimentary factory maintenance for 3 years or 36,000 miles covers most routine service for the first half of a 5-year ownership period. That keeps projected 5-year maintenance and repair costs low for a luxury SUV. Costs rise after year five; CarEdge projects about $12.8K over 10 years.

CarEdge projects a 5-year residual of about 54%, but KBB's market data shows the 2024 model has already lost about 40% of its original MSRP within roughly 2.5 years. A blended estimate near 49% is below average for the segment, consistent with Volvo's weak residuals and heavy lease volume.

Volvo's US new-vehicle limited warranty runs 4 years or 50,000 miles. That matches BMW, Audi and Mercedes-Benz and beats mainstream brands' 3 years / 36,000 miles.

Volvo has no separate, longer powertrain warranty in the US; the engine and drivetrain fall under the same 4-year / 50,000-mile coverage. That is below the bottom of the 5–10 year band.

Volvo includes 3 years / 36,000 miles of factory scheduled maintenance, 4 years of roadside assistance, and a trial of Google built-in services and data. BMW, Audi and Mercedes no longer include scheduled maintenance on comparable models.

$47,500 volume-trim price minus its estimated resale value after 5 years (49% retained, or about $23,275) leaves about $24,225 in depreciation. Add the projected $4,000 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $28,225 in total.

The 2024 gas XC40 (B5 48V mild-hybrid, AWD) carries over unchanged from the 2023 refresh in the 2019+ CMA generation. J.D. Power rates its quality and reliability as average, but Consumer Reports predicts below-average reliability based on its 2023 model-year survey and Volvo's brand score. Owner complaints centre on Android Automotive infotainment and electrical faults rather than mechanical failures, which puts it in the mid-band toward the low end.

Volvo has ranked below the industry average in J.D. Power's dependability studies for several years, mostly because of electrical and infotainment problems. Consumer Reports places the brand in the lower half rather than at the bottom, so it sits on the boundary between mid-pack and low.

The gas 2024 XC40 has three recalls, all fixed with software updates and none involving the powertrain, fuel system or structure. Two are the same rearview-camera fault, filed first as 25V282 and re-filed as 25V908. The third, 24V010, applies only to 2024 models: a central electronic module fault that can disable the left rear turn signal. The 25V392 brake-function recall covers only the electric XC40, so it does not count against this gas model. Infotainment software TSBs are the recurring service issue, which puts it at typical recall activity.

The 2.0L VEA turbo four has been in service for about a decade without a catastrophic failure mode, and it is paired with the widely used Aisin 8-speed automatic. It falls short of the proven band because of known maintenance items: timing-belt replacement, PCV faults and carbon buildup from direct injection. The 48V starter-generator, added with the 2023 refresh, is a modest additional failure point.

Reviewers praise the cabin's Scandinavian design, felt-lined door bins, textiles and switchgear, all above the segment norm for the price. It stops short of class-leading because reviewers point to 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, solid-feeling doors and few rattle complaints in long-term tests. It sits below the top band because Volvo's initial-quality standing is below average, though infotainment and driver-assist complaints drive that more than assembly defects.

Volvo has roughly 280 US dealers, well short of BMW, Mercedes-Benz or Lexus, and most are on the coasts or in major metros. Owners in rural and interior areas can face long drives for warranty work. J.D. Power rates the dealership experience as average.

Parts are priced at European-luxury levels and come mostly through OE and dealer channels, and the independent aftermarket is thinner than for the German brands. Maintenance costs run above the all-brand average, and the scheduled timing-belt replacement is a large one-off bill that mainstream rivals don't have.

Every trim gets Volvo's 9 in portrait center display, and no larger screen is offered. It is among the smallest main screens in the subcompact luxury class.

The Google built-in system (Android Automotive), standard on the gas XC40 since the MY2023 facelift, is logically laid out and quick. It loses points for the small portrait canvas and because climate and most settings are touch-only.

Apple CarPlay is standard but wired-only on the 2024 model; wireless projection arrived with the 2025 model year. Android owners get native Google services rather than Android Auto projection.

Google Assistant and native Google Maps lead the class. Natural-language destination entry and live traffic mean owners actually use the built-in navigation instead of bypassing it.

The standard 8-speaker, 250 W system is adequate. The good Harman Kardon premium system is standard only on Ultimate, so the volume Plus trim does without it. Bowers & Wilkins is not offered on the XC40.

A 12.3 in full-digital driver display is standard and can show Google Maps directly in the cluster. Its layouts are less configurable than Audi's Virtual Cockpit.

Google-based Volvos receive whole-vehicle OTA updates that add features, not just map updates. The release cadence trails Tesla's.

The Volvo Cars app covers remote lock/unlock, locate and climate pre-conditioning. Owners often complain about command latency, and some services run on a subscription after the trial period.

There are USB-C ports front and rear and wireless phone charging, but no household AC outlet and only a modest port count.

Keyless entry and a power liftgate are standard even on Core, and remote start/climate works through the app. Phone-as-key is not a mainstream feature on the gas 2024 XC40.

A rear camera and rear parking sensors are standard. The 360° camera is limited to upper trims or packages, and its resolution looks dated next to newer German rivals.

No 2024 XC40 trim offers a head-up display. The 12.3 in cluster is the only display facing the driver.

The upright, boxy body with square door openings and 38.3 in of rear headroom makes installing child seats easier than in sloped-roof rivals. The small cargo hold makes a stroller plus luggage a squeeze, and a rear-facing seat eats into front legroom.

City Safety AEB and Volvo's blind-spot and cross-traffic suite are standard on the Core trim families actually buy. Pilot Assist adaptive cruise is reserved for Ultimate, which keeps this score below the top band.

The supportive front seats and good rear headroom suit medium trips. Rear amenities are thin (vents only, heated rear seats via an option pack), and the small cargo area limits luggage for four.

The compact footprint, high seating position and torquey low-rpm response make it easy to drive in town. Some hesitation off the line after auto stop-start and a firm ride over bad roads are minor annoyances.

The B5 AWD mild hybrid's fuel economy is average for a gas luxury subcompact, and it requires premium fuel. That is unremarkable per mile against hybrid rivals such as the Lexus UX.

At 174.8 in long with a 37.4 ft turning circle and an upright greenhouse, it is easy to place in town. A 360° camera is available but not standard.

With a 3,500 lb tow rating and a small cargo area, it handles a small utility trailer at most. It is not a work vehicle.

This is a luxury-oriented crossover with leather and wood trim on Plus, no fleet track record, and a complex mild-hybrid powertrain. It is not suited to hard use.

It has cargo tie-downs, a grocery hook and roof rails, but no onboard AC power and no meaningful upfit ecosystem.

Good front seats and a quiet cruise help on long drives, but the firm ride, smallish tank and the fact that Pilot Assist is limited to Ultimate keep it in the mid band as a tourer.

Standard AWD, reasonable crossover ground clearance, roof rails and a 3,500 lb tow rating handle gravel roads, bike racks and small trailers. Low-profile 19–20 in tires and the lack of any off-road mode limit it beyond that.

The 60/40 split-folding seat, square cargo opening and folding floor partition are useful. The total volume of 57.5 cu ft is small, so bulky gear is a squeeze.

Handling is accurate and well controlled for a tall subcompact SUV, with little body roll. It is secure rather than engaging, and the BMW X1 is sharper.

The steering is precise and nicely weighted but offers little feedback, which is typical of the class.

The brakes are strong and progressive in everyday driving. No 2024 instrumented 70–0 mph figure was found, so this score rests on reviewer impressions of the unchanged B5 hardware.

The B5 mild hybrid is smooth at cruise and the 48 V system fills some of the low-rpm gap. Turbo lag from a stop and hesitant restarts after auto stop-start remain.

The four-cylinder is quiet when cruising but sounds coarse when pushed hard.

A 37.4 ft turning circle is tight for an SUV and helps in urban parking.

The commanding, adjustable driving position and upright pillars give good sightlines. Burying climate controls in the 9 in touchscreen costs points for ergonomics.

It is brisk (about 6 s to 60 mph) and tidy through corners, but the XC40 is a pleasant, calm driver rather than an engaging one.

Every 2024 XC40 comes with AWD, Google built-in, a 12.3-inch digital driver display, adaptive cruise with lane-keeping, and the City Safety/BLIS suite. Volvo also includes 3 years of scheduled maintenance. The top band is out of reach because Core leaves comfort features such as the panoramic roof, heated wheel and power tailgate to Plus and Ultimate.

At $41.3K with AWD standard, a 247-hp mild-hybrid engine (0–60 in about 6.1 s) and included maintenance, the 2024 XC40 is priced in line with the BMW X1 and Audi Q3 and gives good content for the money. Below-average resale and a small 9-inch center screen keep it out of bargain territory.

There are three trims (Core, Plus, Ultimate), each in a Bright or Dark theme, priced from about $41K to $50K. Underneath, the gas lineup is a single configuration: B5 AWD with an 8-speed automatic, no FWD entry model and no plug-in hybrid. The electric XC40 Recharge is the only other powertrain choice.

The XC40 was one of Volvo's highest-volume US models through 2024 and a steady seller in the subcompact luxury class. It trailed the BMW X1 and Mercedes GLA/GLB in share, and its volume was below its 2019–2021 peak.

Volvo's image for safety and Scandinavian design earns strong loyalty and gets it cross-shopped against the German brands. It ranks a tier below BMW, Mercedes and Audi in badge prestige, and its weaker residuals show that.

Volvo is a lease-heavy brand with captive-finance support, and the 2024 XC40 regularly carried lease subvention, loyalty/conquest cash and dealer discounts. Discounts grew as the 2025 models arrived.

The 2024 XC40 is in the sixth model year of a generation that launched for MY2019. It is one year past the MY2023 facelift, which brought new styling, the B5 mild hybrid and Google built-in. That makes it mid-cycle: current tech, but on an aging CMA platform next to newer rivals such as the 2023 BMW X1.

Reviews are well above average: KBB rates it 4.5/5, and it earned an IIHS Top Safety Pick+ and a 5-star NHTSA rating. Reviewers praise the design, seats and safety, and criticize the small screen, the touch-heavy controls and a cramped rear seat and cargo area. Its 2018 European Car of the Year and 2019 NACTOY Utility of the Year awards date from the launch.