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2022 Volvo XC40 Recharge Twin Ultimate

Nimble, powerful XC40 Recharge a bit shy on range …

Electric power is coming, and quickly, to some car makes, Volvo being a prime example.

Its compact SUV, the XC40, debuted just a couple years back, but now is available with full electric power from twin electric motors, one front, one rear. This version is known as the XC40 Recharge Twin Ultimate, one up from the base Plus model.

Price is appropriately luxury-based and today’s auto buyer must be prepared for some sticker shock for most electrics, but more on that in a few nanos.

From the performance standpoint, the nimble XC40 Recharge is packed with electrons and rated at 402 horsepower with a torque rating of 486. Like most electrics the acceleration is both smooth and instantaneous, easily capable of triple digit speeds within the confines of a highway entry ramp.

Also, like its gas-powered version, this XC40 handles well with a sporty flair. Steering is quick and precise, but with a heavier feel than the gas-only model. Ride, as in the earlier test drive is fairly well controlled, but still a bit chattery over crumbling Midwest roads. A longer wheelbase would help smooth that some as witnessed in some competing models.

Those are the basics, so let’s charge right into the electrics of this Volvo.

There are twin electric motors driving the front and rear wheels as the XC40 has full-time AWD. That’s great for Wisconsin and upper Midwest winters. But … the range is just 223 miles on a full charge. Laudably that’s up 15 miles from last year’s model, but still well short of some competitors. Think Tesla, VW’s ID.4, and Ford’s Mustang Mach-E, some of which even cost less.

The plug-in here is on the driver’s side rear quarter panel, much like a gas filler cap. Many electrics have the power in the nose or front driver’s side quarter panel. Wish the industry could agree where this should go. In my garage the front plug-ins are easier.

As with other electrics there’s a frunk, a small trunk up front that allows Volvo to put the charging cable up there. That’s fine, but with the outlet in the rear, storing it under the cargo floor might be preferable.

Watch Mark’s video: 22 Volvo Recharge Review – YouTube

Note too that charging is slow for most of us with 120-volt outlets. I got about 1% of charge per hour of charge, the equivalent of 2 miles of power. So, a 12-hour overnight charge netted about a 13 percentage point increase or 26 miles. I stopped at a ChargePoint (240-volt) charger (first ones I visited at the website’s suggestion were for a company’s employees, not the public), and it netted a 2% charge every 15 minutes, so 8% an hour, or 16 miles. Cost is roughly $1 an hour.

Still, unless you’re leaving the vehicle to charge overnight you’re not filling it up.

For the record, the EPA rates the Volvo at 92 mpge city and 79 highway as you use the charge faster at higher speeds and when the vehicle is under more stress, such as going up hills.

My experience is you’d be wise to top-off every night or two if commuting around town. I blew through about 25% of the charge running to the other side of town and to a friend’s house in a nearby suburb. Oh, and most electrics, including this Volvo, suggest only a 90% charge to preserve battery life, but cutting daily range.

Volvo’s shift-by-wire single-speed automatic tranny is fine and uses the power effectively. Plus there’s one-pedal driving as with other electrics, meaning you simply use the accelerator, rarely the brake.

Thor’s Hammer headlights are still a Volvo thing!

That’s because the electric motors brake the car quite quickly once you let off the go-pedal. In fact, it can feel rather sudden, so you quickly learn to feather off accelerator pressure to slowly coast to a stop. The upside is any coasting or braking helps recharge the batteries some, so in stop-and-go city driving you use less power as you’re constantly regenerating power, and there’s a gauge on the dash to show you that.

Beyond the power source, the XC40 is a fine luxury SUV with crisp good looks and an attractive interior.

This medium gray model, with a hint of sparkle, runs $695 extra. Gray is hot right now and most colors, even gray, cost extra on luxury makes.

Meanwhile, the interior is a soft gunmetal gray leather known as NuBuck. I thought it was fake leather originally, but a little research tells me it’s made from the top grain of the cowhide, said to be tougher so it’ll wear longer. Its surface is sanded to give it a consistent appearance that also feels a lot like suede.

That gave the XC40 interior a luxury feel and the leather seats and shifter both feature white stitching that add depth and definition. A silver and black patterned metal trim on the dash and doors adds a jeweled look, while the console top is mostly gloss piano black, which reflects some on sunny days. Then there’s an odd bit of gunmetal gray felt-like material that lines the console’s sides and inside door panels. It felt and looked more downscale than the rest of the interior.

Mid dash is a 9-inch touchscreen. This is the same as Volvo has been offering for several years that requires touching one of four menu choices to find the radio, navigation, etc. Then there are various screens beyond that, obtained by sliding the others. All that is too squirrely to deal with while driving once beyond the main screen.

There’s also a screen that tells you the current charge level and estimated miles of range you have. A button there will allow a driver to maximize the charge as it slightly decreases the SUV’s climate system (fan speed and temp). You’ll barely notice, but it did extend my range on one drive.

Volvo includes a fine Harmon Kardon stereo and a wireless phone charger in the console. Overhead is the requisite giant sunroof, but it can be a bit tricky to operate as you can tap or barely touch the overhead button or use a slide action that will either open, tilt or slide the sunshield back. Getting that right took several tries each time as it often wanted to open the entire roof when I just wanted the inner shield retracted.

Unsure of your range? Check the big info screen.

Seats are relatively comfy up front and roomy in back. The front seats are heated as was the steering wheel here, a $150 option that’s worth it for our clime. Oddly the seats weren’t cooled, something I’d expect at this price point. There also was no power tilt/telescope steering wheel.

The XC40 easily carries four adults and five can sneak in on a short ride. Plus there is generous cargo space under the power hatch. Volvo claims you could tow 2,000 pounds of trailer, but remember that will suck down your battery power more quickly and reduce range.

Pricing is at the upper end of this segment, especially considering range.

The base XC40 Recharge Plus starts at $56,495 with delivery while the tested Ultimate lists at $59,245. With just two options this one costs $60,090.

Competitors include the Mach-E, id.4, Tesla Y and the new Genesis GV60 that I hope to review this summer.

Here’s the frunk with the Volvo charging cord neatly wrapped inside.

If you prefer gas power, the XC40 touts a 2.0-liter I4 turbo with 248 horsepower that goes rocket fast in Dynamic mode and runs about $46,000 well equipped.

FAST STATS: 2022 Volvo XC40 Recharge Twin Ultimate

Hits: Good looks, excellent electric power, precise handling and full-time AWD. Big sunroof, heated wheel and front seats, big touchscreen, quality stereo, a stylish luxury interior, plus a full bevy of safety equipment.

Misses: Touchscreen (beyond main screen) is distracting to use while driving and no power tilt/telescope steering wheel or cooled seats in front. Chattery ride on rough roads and the electric charge range is limited to 223 miles.

A stylish tail on Volvos features vertical lights.

Made in: Ghent, Belgium

Engine: Twin electric motors w 78 kWh-lithium ion battery, 402 hp/486 torque

Transmission: Shift-by-wire single-speed automatic

Weight: 4,763 lbs.

Wheelbase: 106.4 in.

Length: 174.8 in.

Cargo: 57.5 cu.ft. (rear seats down)

Tow: 2,000 lbs.

MPGe: 92/79

Base Price: $59,245 (includes delivery)

Invoice: N.A.

Major Options:

Metallic gray paint, $695

Heated steering wheel, $150

Test vehicle: $60,090

Sources: Volvo, www.kbb.com

Photos: Mark Savage

2021 VW ID.4 AWD Pro S

Electric VW well thought out, well-executed crossover …

Electric car haters might as well tune out right now as this review of Volkswagen’s new ID.4 all-electric crossover/SUV might melt your battery pack and explode your motherboard.

That’s because the ID.4 is an extremely well-thought-out and executed EV that most families would enjoy. Like other crossovers and SUVs, it is roomy inside, offers a comfortable ride, a quiet (electrics are quiet by nature) interior, and for us Wisconsinites, there’s AWD.

RELATED: Paul Daniel navigates the electric car madness.

This was the top-level ID.4 AWD Pro S model in Dusk Blue, a mid- to deep metallic blue conjoined with silver roof pillars and a black roof thanks to the $1,500 Gradient package.

ID.4 comes as either a rear-drive Pro or AWD Pro S model. The difference, other than AWD, is that there’s an electric motor front and rear for the Pro S and that gives the ID.4 295 horsepower and 339 lb.-ft. of torque. The rear-drive model has just 201 horsepower and milder torque.

Another difference, the RWD model has a 260-mile range while the AWD’s range is rated 250 miles, although in our 20- to 40-degree weather the most I got on a full charge was 235 miles.

Under hood is still crowded, but with an electric motor and supporting wares.

For the technically inclined this new VW, which is just slightly smaller than VW’s gas-powered Tiguan, uses two 82 kW lithium ion battery packs with 288 pouch style cells that ride in an extruded aluminum case in the floor for power. One electric motor powers the front wheels, another the rear. The batteries are charged via a plug-in charger that neatly stores under the cargo bay’s floor. A standard 120-volt outlet as in my garage slowly adds about 1 to 1.5 miles per hour of charge. A 240-volt charger reportedly more than doubles that.

Naturally there’s range anxiety if one were planning an inter-state trip in the ID.4, but VW has an answer for that, free charging at Electrify America charging stations of which there are about 2,550 nationwide with nearly 5,500 charging stalls. Many are located in Walmart lots and an app will help you find them. A fast charge from 5% up to 80% takes about 40 minutes, just long enough to sample a Slurpy with a side of Slim Jims.

Related video: Shhhhh! Mark Savage reviews the 2021 VW ID 4 AWD Pro S – YouTube

VW says ID will be its sub-brand for electric vehicles and the German carmaker is pushing to have half its sales be all-electric by 2030 with close to 100% by 2040. Much of that is pushed by stricter emission rules in Europe than in the U.S.

ID.4 competes with the likes of Ford’s new Mustang Mach-E, although the VW is more family friendly whereas the Mustang is more performance oriented, not surprising considering its name.

The VW features better ride than Mach-E despite a considerably shorter 108.9-inch wheelbase. Handling is good, but only sporty in the Sport drive mode, one of five. Acceleration is smooth and quiet (some electric whine, naturally), but not rocket ship fast, just quick.

VW claims a 0-60 mph start of 5.4 seconds with the AWD and 7.6 seconds with the rear-drive model. Then again, this is a family crossover/SUV, so you’re likely not planning any dragstrip action. Let’s be honest, most Mach-E drivers aren’t either.

Check out the electronic fuel filler, just where a gas tank door might be located.

For the record the EPA rates the VW at 98 MPGe city, 88 highway. The big info screen readout told me I was getting about 2.5 miles per kWh. So 10 hours of charging should net me about 25 miles of charge. Cruising on the highway I saw the figure hit 2.7 kWh.

A closeup of the electric outlet’s plug.

The key for moms and dads is that the ID.4 is a useful crossover that easily caries four or five adults while offering oodles of storage room behind the second row seats. There’s a power hatch and under-floor storage there too.

VW’s interior is comfy and looks more Star Wars than Saved by the Bell, meaning digital to the max. With a few exceptions it’s quite functional.

First, there’s a small driver’s instrument pod with speedometer and battery mileage readout attached to the manual tilt/telescope steering wheel column. So adjusting the wheel never blocks a driver’s vision of the pod. Bravo!

VW’s instrument pod is delightfully simple.

The other centrally mounted info screen controls virtually everything else and is a bit more than 12 inches. A 10-incher comes on the RWD model. Once you play with it a bit you’ll understand its levels, but there are a few fixes needed. First, there’s no dedicated radio button so you must access it by punching a square button on the left that apparently is Home. Beyond climate controls a radio is the second most used item, so requires a dedicated icon below the screen.

That’s where the climate controls are accessed, but sadly that includes the heated seats and steering wheel. Those should be on the console or steering wheel for easier access. That’s especially important because only the driver’s heated seat setting is remembered once the vehicle’s ignition is switched off. The heated wheel should be recalled too. A friend who adores VW agreed and also noted that the touchscreen was somewhat slow to respond to input too, resulting in double-punching some screen icons.

This odd little knob turns to engage the gears!

Another item that takes some getting used to, but becomes normal within a week’s drive, is the gear-shift selector, a knob attached to the right side of the instrument pod binnacle or hood. Rotate it forward for Drive and back for Reverse. Park requires pushing the end of the knob. Note too that rotating the knob forward twice shifts drive mode into one that allows more aggressive regenerative braking when the vehicle is coasting. Normally the ID.4 coasts like a standard car, but in this B mode the electric motor braking engages more aggressively to boost battery charge and you’ll find yourself using less brake pedal.

The upside of the shifter locations is that this allows for a wide-open console with oodles of storage space and a roll-top storage bin that includes the wireless phone charger. It’s easy to get at and to see, if you leave the bin opened.

The interior is two-toned and extremely elegant.

My test vehicle featured a brown leather dash top and door trim along with perforated black leatherette seats and satin chrome dash trim and door releases and side air vents. Trim on the screens, arm rests and console were piano gloss black. Front seats also come with captain’s chairs armrests that fold back.

Overhead is an absolutely massive panoramic sunroof and shade. The roof is fixed, so does not retract.

Here’s a good view of the simple, stylish dash and instrument pod.

Seating is well shaped and comfy with powered front seats, plus VW wisely goes with a flat-bottom steering wheel to create more knee room when entering and exiting the crossover. I should note that the ID.4 climate system heats extremely quickly too, a big plus in winter and ironic considering the bad ol’ days of the original Beetle’s horrible heater.

On a practical note, the plug-in port for the charger is located on the rear passenger’s side, much as you’d find with a standard fuel-filler door. That will work for some folks, but if your garage’s electrical sockets are on a driver’s side wall or front of the garage, as are mine, this requires you to back the ID.4 in for a charge. Not optimal, and all other EVs I’ve driven had their port in the nose or just in front of the driver’s door, both seem better locations.

That power rear hatch opens wide for cargo.

Pricing? First, remember there’s a $7,500 government tax incentive on most electric vehicles. Those will disappear as each manufacturer’s sales move behind the government-set maximums.

But the current base Pro model lists at $41,190 with delivery and the tested Pro S at $49,370 with delivery. With its Gradient package this hit $50,870.

Additionally the tester was built in Mosel, Germany, because it’s an early model. But future ID.4s are to be built at VW’s Chattanooga, Tenn., plant. VW reports it will make a lower-cost entry-level ID.4 there, with a starting price expected in the $35,000 range.

ID.4 proves that automakers are closing in on affordable electrics that meet family needs and offer reasonable range. This is just the start, more range and more models will be coming along in the next few years. Watch this space!

FAST STATS: 2021 VW ID.4 AWD Pro S

Hits: Smooth, quiet,comfy, plus AWD. Roomy crossover with good handling, ride and power, and 230-mile range in cold weather. Usual standard electronic safety features. Five drive modes, massive panoramic sunroof, heated seats and wheel, fast interior heating, power hatch, comfy seats, flat-bottom wheel, wireless phone charger.

Too much is accessed only through the info screen.

Misses: Climate controls accessed only through touchscreen, no dedicated radio entry to touchscreen, touchscreen somewhat slow to respond, heated wheel not included in climate memory when restarting crossover, odd shift knob by instrument pod, plug in on rear passenger’s side, not convenient for garage plugs.

Made in: Mosel, Germany

Engine: 2 electric motors, 82kWh lithium battery pack, 295 horsepower/339 torque

Transmission: 1-speed automatic

That’s its name, ID.4!

Weight: 4,559 lbs. (RWD), 4,884 lbs. (C&D*)

Length: 180.5 in.

Wheelbase: 108.9 in.

Cargo: 37.5-73.5 cu.ft.

MPGe: 98/88

Base Price: $49,370 (includes delivery)

Invoice: $47,443

Major Options:

Gradient package (20-inch alloy wheels, black roof, silver accents & roof rails & roof accents), $1,500

Test vehicle: $50,870

Sources: Volkswagen, kbb.com

*Car and Driver figs.

Photos: Mark Savage

2019 Nissan LEAF SL Plus

LEAF Plus: Better range, and exceeding expectations …

No matter how much good I have to say about Nissan’s new LEAF (and I have plenty to say), I’m not sure you’ll believe me.

That’s because the original LEAF, as revolutionary as it was as the first fully electric car to be marketed to the masses, was underwhelming, if for no other reason than its range was only about 80 miles. Certainly that would be fine for a city commuter, but not real practical for much more than that. Continue reading 2019 Nissan LEAF SL Plus

2013 Nissan Leaf SL

All-electric Nissan Leaf fun, functional and easy to recharge

I’ve driven my first all-electric car, Nissan’s latest Leaf, and I can assure you that if electric cars are to be our future, driving enthusiasts will still have fun behind the wheel.

A metallic slate Leaf, like I tested this summer.
A metallic slate Leaf, like I tested this summer.

Contrary to many perceptions the car isn’t slow, it isn’t cumbersome in any way and topping off the battery pack is as easy as plugging in your sweeper at home. In fact, the Leaf was enjoyable, earning praise from everyone who rode in it, even the driver.

First, put hybrids out of your mind when you think of the Leaf. This is 100% electric with an 80kw AC synchronous motor that generates 107 hp. Sure, that sounds flimsy, but it’s not. Electric motors generate monster torque from the get-go. Press the accelerator and the Leaf leaps to life, unless you put it in ECO mode. Don’t unless you need to extend your range a few miles in an emergency.

Linked up with what Nissan calls a 1-speed automatic transmission, basically a CVT as in so many other Nissan models these days, the power is delivered in one smooooth shot that keeps the mid-size Leaf (it rides on a 106.3-inch wheelbase similar to a Mazda CX-5 sport-ute like I drove last week, or a Chevy Cruze if you’re looking for something more mass market) moving relatively quickly.

This is not some Dinky or Tootsie toy car that feels like it’ll break if you hit a big pothole. It feels like a solid mid-size hatchback that’ll go the distance with its occupants cloaked in quiet comfort. Now that distance IS limited because Leaf, being Only electric, has a limited range. Driving it mid-summer (cold weather will further limit its lithium ion battery’s ability to hold a charge) I saw a 103-mile range after a full charge twice. Other days I had 98, 93 and 88 miles of range. Continue reading 2013 Nissan Leaf SL

2013 Chevrolet Volt (plug-in electric)

Smooth, quiet, but Volt  packs power too

Chevrolet’s Volt is the leader of the hybrid pack when it comes to performance.1volt

It’s quick and handles almost like a sports sedan. I know what you’re thinking, “No Way it’s quick!” Ah, but you’d be wrong.

The difference between the plug-in electric hybrid Volt and a gas-powered sedan is that there’s no engine grumble to give you a sense of speed. With Volt, you simply press a button on the center stack and change from Normal to Sport mode.

Next time you press the accelerator (not a gas pedal, right?) this 3,781-lb. car rips away from a stoplight, quietly, but with smooth seamless acceleration. Most cars are still slipping from second to third gear as you streak away.

Handling is borderline sporty too. No, it’s not a BMW, but steering is pretty darned precise and quick, so you can zip around corners with authority. Plus, its low-slung battery packs keep the Volt well balanced, aiding its cornering.

Ride is on the sporty side too, but still is pleasant and well controlled, the Volt’s 105.7-inch wheelbase making this ride like a mid-size sport sedan. But, since it’s a hatch, it’s more useful for carrying things than a standard sedan.

Now let’s face it, if you’re a prospective Volt buyer, the last thing you probably were even thinking about was performance. But the cool thing here is that you get performance along with all those great hybrid characteristics you’re likely aiming for. Continue reading 2013 Chevrolet Volt (plug-in electric)