Fast Facts | 2026 Volvo XC40 Mild Hybrid
🚗 Power: Turbocharged 2.0-liter mild hybrid with 194 hp (B4) or 247 hp (B5)
⚙️ Performance: Smooth acceleration; B5 hits 0–60 in 6.1 seconds
🔋 Hybrid System: 48-volt mild hybrid boosts low-speed power and efficiency
🛣️ Fuel Economy: Up to 27 mpg combined in B4 FWD; 26 mpg combined in B5 AWD
🛋️ Cabin: Quiet ride, clean Scandinavian design, premium materials
📏 Cargo: 20 cu ft behind seats, 57+ cu ft with rear seats folded
📡 Tech: Google built-in, 9-inch touchscreen, wired CarPlay/Android Auto
🆕 Driver Assist: Pilot Assist available but shows dated behavior
Value and Style in Spades
Many folks think there are just two kinds of cars available today: the old-school internal combustion engine and the high-tech electric powertrain. But we need to also include the hybrid setups, and hybrids split again into mild hybrids, standard hybrids, and plug-in hybrids.
Cue the record scratch, right? What the heck is a mild hybrid? Mild hybrid powertrains have actually been around for 25 years, and while not very common, you can find them in everything from pickup trucks to luxury sedans. A mild hybrid uses a small battery and electric motor to support the combustion engine during moments that require extra power, like accelerating from a light, but the system doesn’t provide enough chutzpah to power the car on its own. The 48-volt system charges itself through regenerative braking. If a gas-powered car and a full-on hybrid had a baby, it would be a mild hybrid.
Engineering lesson out of the way, we can now chat about today’s review car: the 2026 Volvo XC40. Available in the standard B4 or the more powerful B5, this stylish, compact SUV provides excellent value and decent handling, but the infotainment system can be frustrating, and some driver aids aren't as smooth as expected.
Scandinavian Subtlety
The XC40 is available in Core and Plus trims, and the B5 adds Ultra or Ultra Black Edition options for buyers who like black trim. It slots in below the XC60 in Volvo's lineup, and shoppers wanting something smaller should look to the all-electric EX-30. The B4 is front-wheel drive only; the B5 gets all-wheel drive.
For a look at how Volvo’s sibling brand pushes electric performance and design, this Polestar 3 review fills in the bigger picture: 2025 Polestar 3 Review
We found the XC40 to be a study in muted Scandinavian design. The typical Volvo style markers are all here: signature lighting, muted paint options, and clean lines. Heck, even the 21-inch wheels on my tester are understated. It’s not flashy, but this design is much less likely to feel dated in five or ten years. If you want to fly below the radar, this is the car for you.
Smooth and Steady Performance
The XC40 gets a turbocharged 2.0-liter engine with a mild hybrid system. The B4 makes 194 horsepower and 221 pound-feet of torque; the B5 is uprated to 247 ponies and 258 pound-feet of torque. Regardless of engine choice, an eight-speed automatic transmission puts the power to the pavement.
The best thing I can say about the XC40 is that it just works. It’s not quick, with a Volvo-estimated zero to sixty time of 6.1 seconds for the B5, but the power delivery is smooth and easy. The suspension soaks up bumps and prevents body roll without feeling stiff. The brakes are firm and easy to modulate, and the steering can be adjusted to preference. Road and wind noise are well-muffled, resulting in a serene, quiet cabin.
I drove the XC40 some 200 miles to Las Vegas on the dark roads of the Mojave Preserve. The LED lights shone bright, illuminating sharp curves with enough time to react, even once catching the reflective eyes of a coyote. There is an Off-Road mode, but I think it’s more suited for slick, snowy Swedish roads than the silty trails of the desert. I kept to the pavement.
For the trip back, I tried out Volvo’s Pilot Assist, available only on the top Ultra trim. This hands-on/eyes-up system was one of the first of its kind when I started reviewing cars some ten years ago, and I was keen to see just how much it had improved over the intervening decade. Unfortunately, the system seems to have stagnated. At higher speeds, the car drifted within the lane, and at slower speeds, the brakes sometimes engaged even when there was no car in front of me. In both cases, I found it easier to just drive the car myself.
The mild hybrid helps with efficiency, but it doesn’t fare any better than some gas-only offerings. EPA ratings for the B5 are 23 mpg city, 30 mpg highway, and 26 mpg combined. The B4 in front-wheel drive does it better at 25/32/27. During my time of mostly highway driving, I achieved 28 mpg, though that included long stretches at above 70 mph. Slowing down a bit would likely improve that number.
A Pleasant Place to Spend Time
I can’t deny that the interior of the XC40 is a nice place to spend a commute or road trip. Again, you have the clean, simple lines Volvo is famous for, augmented by the Ultra trim’s open-pore wood trim and crystal shifter. The comfy seats feature three levels of heating (no ventilation is available), and there is plenty of storage for small items like phones, keys, and wallets. An especially nice touch is the removable garbage bin in the center console. The rear seats have enough seat belts for three but keeping it to two passengers will keep the peace a bit better.
For another perspective on a modern hybrid SUV, this review of the Mazda CX-50 Hybrid is a strong point of comparison: 2025 Mazda CX-50 Hybrid Review
Behind the power liftgate is 20 cubic feet of space, average for the class, but Volvo makes it incredibly useful with a pass-through for longer items like skis, and my tester also included a load divider with hooks to keep groceries in the bag. Fold the 60/40 rear seats down, and the space expands to over 57 cubic feet. This offered enough length to haul a dashboard from a 1969 Ford Bronco to a pal’s house for her project car. The things your friends ask you to do when they hear you’ve got an SUV for a week, right?
Blank Stare
Volvo was one of the first manufacturers to use Google built-in, a move echoed now by GM, Nissan, and Honda, among others. It’s great to have Google Maps ready and waiting as it’s much easier to use than anything OEMs have developed, and Google Assistant can perform such functions as inputting the navigation destination, setting the temperature or tuning the radio. The system is housed on a nine-inch touchscreen that is easy to navigate, although the icons can be on the small side.
Unfortunately, every function except volume and window defrost is controlled via the touchscreen, an annoyance that could be solved with a few physical buttons and knobs. Speaking of annoying, the dual-zone climate control only allows adjustments by two degrees. You can have 72 or 74 degrees, but not 73. Sure, it’s a small thing, but why?
Apple CarPlay and Android Auto are standard but require a wire, which seems low-tech for a luxury SUV in 2026. Another quirk: If a text came in while I was listening to a podcast over CarPlay, the system muted the podcast for five seconds to give me the alert. Long enough to make me skip backwards so I could hear the punch line of the joke on Wait, Wait, Don’t Tell Me.
The Price is Right
But at the end of the day, it’s likely that price will be the deciding factor in your car-buying decision. The 2026 Volvo XC40 starts at $41,195, including destination, for a Core trim with the B4 engine and front-wheel drive. However, my Ultra trim with extras like an air purifier, Harmon Kardon sound system, 360-degree camera, fog lights, sunroof, Pilot Assist, and 21-inch wheels comes to $57,040. You’re better off sticking to the lower trims in this one, folks.
The 2026 Volvo XC40 isn’t a flashy SUV, but it’s a competent commuter with an understated design aesthetic that will last for decades, not merely years. I wish the mild hybrid system produced a bit better fuel economy, but the price is right, as long as you keep it to the lower trims.
🚙 Explore Volvo’s Electrified Lineup
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