Volvo V40 2013 Review - International

By that stage the importer is expected to have run low on the last of its S40 and V50 stocks, with a handful of C30s remaining to carry that model through a little longer. In essence, the V40 — a five-door hatch — must replace a mid-size four-door sedan and wagon and a small three-door hatch.

Fortunately, there's a very strong chance the new, Ford Focus-based car can carry that off. Its style leaves the other three cars looking exactly what they are — dated. But the V40 also introduces a new mix of fuel-efficient drivetrains, convenience features and safety technology. Take for instance the pedestrian airbag that has been designed to reduce trauma for a pedestrian should it be struck by the car. Or how about a mobile phone app that links a smartphone to the car so you can locate it in a carpark or tell whether it's secure?

This sort of technological content and Volvo's rational packaging mean the V40 is shaping up to be the prestige brand's volume-selling flag bearer for the remainder of the decade. In other words — and it's not an analogy Volvo itself would necessarily make — the V40 could prove to be as iconic in its time as the old 240 series was during the 1970s and 80s.

In the past Volvo itself has succeeded in sneaking in below the price points of German competitors — the XC60 undercutting the Audi Q5 as one such example. So the guiding point of reference for pricing of the V40 perhaps should be Audi's new A3. From a packaging standpoint the A3 is likely to be a much closer competitor to the V40 than either the Benz A-Class or the BMW 1 Series.

Volvo is yet to establish the model mix and walk-up for Australia, but the D2 is clearly the entry-level model and should come well equipped for the money. The car motoring.com.au drove at the international launch in Verona, Italy, came with 18-inch alloys, Park Pilot Assist (Volvo's name for an automatic parallel-parking system), leather, sat-nav, Bluetooth audio streaming, Road Sign Information, trip computer and dual-zone climate control.

Of those things we would bet against the navigation system and the wheels making it to the standard equipment list. And the Road Sign Information system is not even likely to make it to an options list, given the difficulties encountered by the German prestige brands reading and comprehending our non-standard signs in this country. It has already been confirmed that all drivetrain variants sold in Australia will feature a fuel-saving idle-stop system.

Volvo didn't lay on a V40 T4 in the specification we will see in Australia. The V40 T4 was there to test, but it was a 1.6-litre four-cylinder direct-injected turbo model that won't make it to the antipodes, whereas the T4 we will see is a five-cylinder naturally aspirated 2.0-litre. Confused? You're not alone.

But moving right along, the Aussie V40 T4 will likely be an 'upper mid-range' model, although its specification should equate to that of the V40 D4 powered by a diesel five-cylinder displacing 2.0 litres. Topping the range will be a five-cylinder petrol model, the V40 T5. That car is yet to be launched globally, but by the time the V40 range is ready to roll out in Australia, the T5 will be unveiled and, we're told by Matt Braid, will definitely be part of the launch line-up in Australia.

There's no telling how the T5 will be priced, but given the current S40 T5 R-Design comes in under $45,000, the price for the V40 T5 should leave plenty of buffer for options before it gets anywhere close to the luxury car tax threshold of $57,466.

For the Australian market, the other variants will comprise three five-cylinder engines. Two of them displace 2.0 litres and the third, the T5, will be a high-performance engine that Volvo is yet to launch globally. However, by the time the V40 range is launched in Australia next year, the T5 will form part of the line-up from the start.

The 2.0-litre engines are the D4 diesel and the T4 petrol. The former, which produces 130kW and 400Nm, will be offered with two six-speed transmissions — a manual and an epicyclic automatic. Fuel consumption will be as low as 4.3L/100km (manual) or 5.2L/100km (auto). CO2 figures will be 114g/km or 136g/km, respectively for the manual and auto. Volvo claims acceleration times to 100km/h of 8.6 seconds for the manual or 8.3 for the auto.

Developing 132kW and 300Nm, the naturally aspirated five-cylinder T4 will be coupled to an automatic transmission only. Australia is unusual in world markets in offering this specification of engine and Volvo could not supply fuel consumption and CO2 emissions data for this engine at the time of publication, although the manufacturer claims the V40 T4 can achieve a 0-100km/h time of 8.7 seconds.

And while there's little information on the yet-to-be-released T5, Volvo has revealed it will be a 2.5-litre five-cylinder good for 187kW and 400Nm, to post a 0-100km/h time of 6.5 seconds. A development of the powerplant offered in other Volvo models, the engine features lower friction internals for the V40 application. It will be coupled to a six-speed automatic transmission only.

Drive goes to the front wheels in the V40. MacPherson struts up front are complemented by an IRS system at the rear, plus electrically assisted rack-and-pinion steering and four-wheel disc brakes. Kerb weight for the V40 ranges from 1357 to 1498kg and the vehicle measures 4369mm in length, 1802mm in width and 2647mm along the wheelbase.

Just to highlight the nonsense going on with Volvo's engine nomenclature, not only are there two T4 engines that are completely different (in number of cylinders, displacement and output), there is a 2.0-litre 300Nm T5 engine as well. And on top of that, other markets will have the option of buying the same 1.6-litre direct-injected petrol engine in the V40 in either a T3 or a T4 state of tune. Thankfully, our range should be simple enough for Australians — including us — to understand.

From the driver's seat, the V40 provides a clear and unobstructed view of the instrument panel, which can be set to three different modes: Elegance, Eco and Performance. All three arrange readout functions in different ways, so the Performance mode, for instance, displays a digital speed reading in the centre of the large 'analogue' tachometer, with a striking deep red being the primary coordinating colour.

The Eco mode offers a benchmark pointer and a line in a display to inform the driver when the car is operating at its most efficient. To each their own, but many will find the Eco mode is the least jarring, to paraphrase our co-driver for the trip. The Elegance setting features brown as its principal background colour and shares the same basic set-up of a large-format speedo at the centre of a binnacle and the tachometer in a column graph display to the right.

As with all Volvos, the ergonomics are excellent and follow much the same conventions as other models in the range. There's no single-point controller and trip computer settings are activated from either a button in the end of the indicator stalk or via a scrolling dial set within the stalk. The indicator stalk itself will likely remain on the left side of the steering column when the right-hand drive cars go on sale in Australia early next year.

Graphics and iconography are impressive for their high resolution display on the V40's screens. A real-time, high-resolution image of the car — viewed from behind — displays in the instrument binnacle, showing which door remains open and who is not wearing a seatbelt, for instance. Air conditioning and heating can be set to the appropriate levels from the easily comprehended icons in the centre fascia. The V40 also offers seat heating, which is presumed to be a feature we'll see as standard on the locally delivered cars. For the style and layout of the interior, Volvo's designers are setting new standards for others to follow. And build quality looks set to achieve Audi standards of fit and finish.

The luggage compartment of the V40 features a folding, removable floor. Users can choose to remove the floor entirely, to free up more luggage space, or it can be folded around its hinges to divide the luggage compartment into two sections. Lastly, it can be left in place to cover/conceal smaller items stored below.

Seats in the V40 have struck the right sort of balance. They're not as firm as some European offerings, but nor are they too soft and unsupportive. We didn't really have much opportunity to try them out for how well they hold the occupant during harder driving, but first impressions are positive.

With the lanky co-driver's passenger seat set well back, there was still adequate kneeroom for an adult rear-seat occupant of average height. The full length glass roof intrudes on headroom however. There's storage for loose items in the rear, courtesy of divided trays moulded into the trim near the base of the rear seat and adjacent the door. At the centre of the rear seat cupholders pop out with the pull of a tag and a shelf draws down from the seat back in between. So it's possible to hold a regular party in the V40's rear; drinks in the cupholders and cheese and nibblies on the shelf. All that's missing is the dance floor.

But the V40 is being promoted more for two other branches of safety strategy: being able to avoid a collision in the first place and protecting pedestrians once an impact is unavoidable.

By now anyone interested will know that the V40 is introducing the world's first pedestrian airbag, combined with a pop-up bonnet. The latter is nothing new; it has been around for some years now, to cushion the heads of pedestrians struck by a car. In principle, the bonnet springs up to increase the clearance between it and the top of the engine. Where the bonnet is soft and yielding (relatively), the engine cam cover isn't. Volvo's system comprises sensors in the front bumper and two pyrotechnic struts that lift the bonnet at the rear. The parameters are based around the size, mass and stiffness of the object coming into contact with the car's front bumper.

Basically, the system serves two purposes: create clearance between bonnet and engine and further cushion the pedestrian's head from impact with the windscreen or the base of the A-pillars. To prevent the bonnet from becoming detached and possibly occasioning injury to others, Volvo has developed a 10cm hook that holds it in place once the airbag has deployed. Volvo has also introduced a radar/camera-based system, Pedestrian Detection, to reduce the likelihood a pedestrian will be struck by a V40 in the first place. The system relies on the radar to detect the pedestrian and calculate the range to impact; the camera identifies that the pedestrian is actually a pedestrian. Presumably the system won't recognise dogs or cattle.

In addition, Volvo's City Safety system has been upgraded to operate at speeds up to 50km/h (previously 30km/h). The laser-assisted system detects a stationary or slowing vehicle in front and applies the brakes if the driver is oblivious to the risk. Provided the closing speed is 15km/h or less, the City Safety system can avoid a crash altogether. At higher closing speeds, it can brake heavily enough to reduce personal injury and damage to each vehicle.

To cut a very long story short, the V40 also comes with Park Assist Pilot for parallel parking, Lane Keeping Aid, enhanced Blind Spot Information System, Cross Traffic Alert to warn the driver of approaching traffic while the V40 is being reversed, Road Sign Information, Active High Beam, Adaptive Cruise Control/Distance Alert and Driver Alert Control. Most of these features are bound to be offered as standard in the Aussie-spec V40 range.  

And here's why: the BMW is rear-drive, and that, in the BMW shoppers' lexicon is a synonym for all things good, like beer on a warm day or fettucine carbonara. But if a prospective buyer can overlook the Volvo's front-drive configuration, the Swedish hatch is expected to offer a spacious interior and better value — not least of all for its safety.

As for the Benz, the traditional A-Class is a very small car. This new model takes the A-Class in a different direction — and it may be the case that it can at least compete with the V40 for roominess inside. But one thing is for sure, we reckon: Volvo is not going to let the A-Class stomp all over its marketing campaign for the V40. Even if the Benz undercuts the V40 at entry level, Volvo is certain to trot out standard spec features (particularly safety features — see above) that will shade the Benz.

One car not mentioned by Volvo as a competitor, but which we believe might pose a threat, is the Lexus CT200h. It's a hybrid, but it is selling strongly, it's in the right price range, occupies a similar footprint and delivers similar value (based on its environmentally friendly drivetrain technology, rather than safety features).

On the local roads around Verona in Italy, the trip computer recorded an average fuel consumption figure as low as 7.1L/100km, which was acceptable given the tight hairpins, the low speed limits and the frequent demand from the drivers for more power. That's not an indictment of the V40 and its small diesel, just SOP for journalists. Although the engine didn't offer effortless torque from 1500rpm, it  would trickle along in traffic at that sort of speed without fuss. It's not an especially peaky engine either, but the consensus is that it might work better with an automatic transmission, the torque converter allowing the engine to find more revs and more torque more often.

Volvo says, however, that there's zero chance of such a transmission being made available for this engine, which is undoubtedly why Volvo Australia expects the V40 D2  won't be one of the volume-selling variants in the range when it goes on sale in February next year.

The other V40 tested in Italy was the V40 D4, which will also make it to Australia. Powered by a 2.0-litre five-cylinder engine based on the same architecture as the 2.4-litre diesel five-cylinder already sold in Australia under the bonnet of the XC60, the new engine is a pretty good match for the V40. Unlike the D2, the engine in the D4 does offer effortless torque, and it drives through a six-speed epicyclic automatic transmission, which is as it should be for buyers in this market segment.

At times, the punchiness of the five-cylinder diesel was such that it felt more like the larger engine in the XC60. The one misgiving is its turbo lag, which was longer by a significant margin than in the case of the smaller, 1.6-litre D2 power unit. Fuel consumption according to the trip computer was 8.3L/100km.
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The transmission in the V40 D2 was a six-speed manual with a gear knob that illuminates at night. Naturally there was no opportunity to check that out, since the limited drive program took place during a sunny afternoon. The ratios seem high overall, with first gear nowhere near low enough to let the engine muster enough torque for a really swift launch. In fairness, the engine did cope with being left in gears that were arguably too high on some occasions. While the shift quality was generally faultless, it felt a little heavier and ultimately less precise than we've encountered with Volvos in the past. Fact is, however, most potential buyers will look past it rather than shifting for themselves, no matter how good the shift quality.

One thing that quickly became apparent on the tight and twisty roads around Verona is that Volvo's Corner Traction Control system really works. On numerous uphill hairpin bends the car would not be provoked. Wheelspin was non-existent and the car would track around the corner with no fuss whatsoever. The system's presence could be felt by a slight lift of the tail — even under acceleration — as the system braked the inside front wheel to transfer more torque across to the outside wheel. It's a sensation not unlike rear-wheel steering.

In other dynamic respects, the V40's steering feedback was above average for an electrically-assisted system and the brake pedal provided a meaty feel under foot. With Volvo offering three different levels of steering assistance — an option that might be standard on cars in Australia — we would argue that the heaviest 'Performance' mode is still light enough for most users. But it's good to know that there are alternatives for those drivers who prefer less effort in their steering.

The V40's ride quality, for a small front-drive car, was well controlled and compliant over a range of road conditions. It earns a big tick, along with our observation that the V40's ride/handling balance is right on the money for the car's target buyers.

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