Volvo C40 vs Volkswagen T-Cross

What's the difference?

The C40 becomes a compelling option in the electrified small SUV space, offering a premium look and feel, great range and tech inclusions at the price, as well as awesome on-road dynamics.

Its main downsides are the rear seat, which is compromised by its platform and design-led roofline, and the overwhelming power and added traction of the dual-motor makes the single motor less attractive on the value front.

Still, regardless of variant chosen, the C40 looks to offer a stand-out balance of price, range, and performance, against its traditional rivals and newcomers alike.

There are so many new little SUVs out there and it might be easy to think they’re all the same - a tiny cheap SUV is just a tiny cheap SUV. But I’m convinced the Volkswagen T-Cross isn’t like the others.

Yes, it’s tiny and relatively cheap, but it can do more than most of the others from the storage and space it offers to the value-for-money and its level of refinement. Then there’s the way it drives - which can’t in my books be matched by any of its rivals.  

The sweet spot in the range is the entry grade Life. At $35K drive-away the value is best and with no difference in engines between the grades there are no huge reasons to step up higher in the range unless you have the money.

Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.

Volvo has become a brand with a distinctive and consistent design language which embodies the kind of beautiful minimalism normally associated with Scandinavian brands.

I have always liked how Volvo says more with less design elements, with only gentle touches of chrome or gloss black, and a lack of over-the-top sporty pieces avoiding the temptation to over-sell the sporty potential of the brand’s range.

The C40 takes the small SUV formula, well established by its XC40 relation, and gets a bit weird and experimental. It’s slightly lower and has a more coupe-styled rear, with a strongly raked rear window giving it a sportier and more aggressive look than the rest of Volvo’s SUV range.

The styling is sold by an angular spoiler piece running atop the boot, and the rear light clusters have gone all minimalist, constructed of individual pieces rather than a single transparent housing, and they give a nod to the C30 hatchback which this car is the spiritual successor to, by name and nature.

The interior offers up no surprises, sticking to the formula Volvo has established across all of its current models. An effortlessly premium space with, again, a minimalistic dash dominated by the portrait touchscreen, the C40’s premium nature is confirmed by its finely patterned inlays, simple chrome pieces, and abundance of soft-touch surfaces.

The big upright vent fittings with clever rhomboid patterns on their adjustment dials are always a highlight piece of modern Volvos, and the pattern work is continued on the central volume adjust dial and even on the little rotating pieces of the light and wiper stalks. Clever.

Even the software is paired back on the multimedia suite and digital dashboard, with easy to use shortcuts and simple menus which suit the car.

Volvo might turn off some buyers with the more unconventional shape of the C40. But for those looking for a more traditional SUV it also offers the XC40 in the same two variants, and the Polestar 2 caters to those not looking for an SUV at all.

The T-Cross is Volkswagen’s smallest SUV at 4.1m long and even though it’s closely related to the little Polo hatchback it looks more like a mini version of the Tiguan.  

It might be tiny and relatively affordable but it has Volkswagen’s premium looks and sharp styling, with creases in the panels so crisp it looks like somebody just ironed it.

This update has brought new front and rear bumper designs, and new styling to the LED running lights and tail-lights. That’s typically how car companies do exterior design updates, inside the styling changes are pretty minimal, too.

There’s new dashboard design and new media screen, but again the design and quality feels refined and high quality, which I can't say goes for a lot of this car's rivals.

The entry-grade Life misses out on the cross design tail-lights of the Style and R-Line, and gets hubcaps rather than alloy wheels like the other two grades.

The C40 is essentially a XC40 with a cropped down roofline, and there are some obvious downsides which this new shape brings.

The front seat throws no surprises, though, offering plenty of room for two adults with a welcome level of adjustability for the seat and wheel. The seats could be more comfortable, though, with a notable lack of padding in the base compared to some luxury (or even non-luxury) rivals. 

I’m a fan of the fabric trim which comes on both grades, bucking the trend of needing to have leather or leather-like trim for a car to feel ‘premium’.

The ample window space up front, including the massive glass roof helps the C40’s cabin feel spacious, but the view out the rear with its aggressive design is all but a very limited letterbox aspect, particularly if the rear seat headrests are in the upright position. 

While some controls are exclusively via touch interface, there is a physical volume dial, and shortcut buttons for the defogger functions. 

Temperature is controlled by touch, however, and the detail settings have some smaller toggle adjustments. Tricky to jab at when you’re on the move.

The digital dash is refreshingly simple, but minimally adjustable, with the choice of either a nifty navigation screen, a blank screen, or trip details being the only options.

Cabin storage is good but not stellar. There are bottle holders and big pockets in the doors, a set of two cupholders in the centre (beats the Polestar 2’s single cupholder), a small tray with a wireless charger under the multimedia screen, and a smallish console armrest box.

The rear seat is where the real problem exists. Unlike the XC40, the C40’s cropped roofline means my head was hard up against the roof (I’m 182cm tall). 

I did have decent knee room behind my own seating position, however the seat comfort in the back still isn’t as good as some rivals. 

The middle position is also compromised, thanks to the raised centre floor piece the C40’s platform needs to facilitate all-wheel drive in its combustion relations.

A bottle holder appears in each door pocket, and in a rare inclusion, there are heated outboard rear seats, adjustable air vents, and USB-C charging ports.

The boot has a quoted capacity of 413 litres with the rear seats up. The floor is comparatively high suggesting a smallish space when loaded with luggage cases, for instance. Stay tuned for a follow-up review so we can see how well it holds our three-piece demo set.

The floor itself has an adjustable, pop-up divider and multiple luggage hooks, making it quite versatile, and there is a cavity beneath which can hold your charging cables as well as the inflator kit in place of a spare wheel.

You really should take a look at my video to get an idea of how good space and storage is in the T-Cross. I’m tall at 189cm but I can drive with plenty of elbow room and legroom. The front seats also have really long bases which offer great under-thigh support, too.

Legroom in the back is great for the class and I can sit behind my driving position without my knees touching the seatback, while headroom is excellent, too. The second row also slides on rails to increase the boot side which is enormous for the class at 455L.

The second row doors also have large apertures making entry and exit easier.

Cabin storage is great with giant door pockets in the front and back, a wireless phone charger with four USB-C ports (two in the front and two in the second row).

There are three grades in the T-Cross line up, the entry level Life which lists for $33,990, the Style for $37,490 and at the top of the range is the R-Line for $40,990.

At the time of the launch of this updated T-Cross, Volkswagen was doing drive-away pricing of $34,990 for the Life, $39,990 for the Style and $43,990 for the R-Line.

Compared to rivals like the Mazda CX-3 and Toyota Yaris Cross, a drive-away price of $35K for the Life is excellent and $40K for the Style is also a good deal, especially when you look at the healthy standard features list.  

Coming standard on the Life are LED headlights, black roof rails and power folding mirrors, there’s a leather steering wheel, a digital driver display (which is new, too), there’s an 8.0-inch media screen, wireless phone charging, air con, digital radio, Apple CarPlay and Android Auto.

Stepping up into the Style grade adds 17-inch alloys wheels, matrix LED headlights - those are new - chrome-look roof rails, an LED grille strip, proximity unlocking, dual-zone climate control, sat nav, and a new, larger digital driver display. The Style also gets the fancy 'cross' LED tail-lights like the R-Line grade above it.

The R-line is a new model sitting at the top of the line-up and it comes with sporty R-Line exterior styling plus 18-inch alloy wheels and dark tinted rear windows. Inside there’s R-line interior styling, 'Drive Modes' and a Beats sound system.

Great news here, the C40 can be chosen with two powerful layouts, either a front-wheel drive 170kW/330Nm set-up, or a dual-motor all-wheel drive arrangement, able to make use of nearly double the power at 300kW/660Nm. The dual-motor is capable of sprinting from 0-100km/h in just 4.7 seconds.

The front-drive is backed by a 69kWh battery allowing it a 434km range, while the dual motor ups the battery size to 78kWh to allow a 420km driving range.

The T-Cross has a 1.0-litre three-cylinder engine which sounds tiny and it is, but it's turbo-charged and the 85kW/200Nm it produces is plenty of grunt to move this little SUV which at just under 1.3 tonnes is relatively light. 

All grades in the T-Cross line-up have this same engine and there’s no high-performance variant, although the R-Line has selectable drive modes. Every T-Cross is front-wheel drive with a seven-speed dual-clutch auto transmission. 

This three-cylinder is a mighty little beastie with a growly tone to it. There is some turbo lag during stop-start city driving, but it’s so eager to play that if it was a dog it’d be a Jack Russell with every intention to chase anything it sees but no idea how small it is.

Surprisingly, energy consumption is quite high for both C40 variants. The single motor is the more efficient of the two, consuming 16.8kWh/100km on the more lenient ADR testing schedule, while the dual motor officially consumes 22.2kWh/100km to the same standard. I saw around 23kWh/100km overall in my short test of the dual-motor variant.

Energy consumption could be better for both, as I have achieved more consistently impressive results particularly from Hyundai and Kia electric cars.

Where the C40 is more impressive though is its charging specs, which are exactly where they need to be for a car this size. On a rapid DC charger, the C40 can charge at a rate of 150kW meaning a 10 - 80 percent charge in 40 minutes for the dual motor, or 32 minutes for the single motor.

On the slower AC standard, the C40 charges at a rate of 11kW. Expect a 10 - 80 percent charge time of around five or six hours on this standard. 

The C40 uses a European-standard Type 2 CCS charging port, although it misses out on the handy two-way charging feature offered by some rivals.

Smaller engines use less fuel than larger ones and the 1.0-litre three-cylinder in the T-Cross is little and Volkswagen says over a combination of open and urban roads it uses 5.6L/100km.

That’s fuel efficient but these days larger SUVs with hybrid systems are achieving the same low consumption. Toyota’s Yaris Cross is available with a hybrid system and will use about 3.8L/100km.

Volkswagen doesn’t have a hybrid version of the T-Cross, but it should, especially given these little cars will spend more time in urban environments where fuel consumption will generally be higher.

That said, most tiny SUVs don’t have hybrid systems so that makes the Yaris Cross exceptional while the T-Cross is about average.

If you’ve driven any kind of XC40 or even a Polestar 2 before, the C40 will offer no surprises. It’s pretty much exactly the same from behind the wheel with a few subtle tweaks.

This is a very good thing. The C40 is quiet, easy to drive, and its electric motor and regen system offer a smooth single-pedal experience.

It is also alarmingly, overwhelmingly, rapid. While its massive set of batteries under the floor make it feel heavy off the line in stop-start traffic, sticking your boot into the accelerator will remove any doubt, particularly in the dual-motor variant, that this Volvo means business.

The dual-motor also has an incredible torque-vectoring system, making it extremely difficult to elicit so much as a squeak from its tyres. It also feels as though torque is distributed quite evenly between its two driven axles, making it feel neither prone to over- or understeer.

This has the effect of making the C40 feel somewhat indestructible in the corners, with absurd levels of grip. 

The same feeling is present in top-spec versions of the Polestar 2, only the feeling of ever-present weight is more noticeable in the higher-riding C40, which can make it unsettling to take corners at the kinds of speeds it is capable of.

The steering tune is interesting. Volvo offers two software-controlled modes, either heavy or standard, and the standard mode is heavy enough. 

Despite its electrical assistance, the wheel does continue to offer some organic feedback, making the C40 a pleasure to steer on countryside roads.

The ride is also surprisingly good, despite massive wheel options. I was impressed how easily the C40 handled most bumps and undulations, communicating little to the cabin. 

The ride can approach its limits with such big wheels and the weight of its batteries, generally these are communicated via unsettling thuds from underneath the car. Regular undulations at higher speeds also had the C40 bouncing around a little.

On the whole, though, the cabin is kept relatively insulated and serene, adding an element of total confidence, similar to that offered by Teslas, whilst offering better ride quality with a softer edge. At higher speed, at least on the 20-inch wheels, road noise does pick up, however.

In terms of electric driving, there is a single adjustable setting for regen. The car either offers a full single pedal mode with maximum regenerative braking to bring the car to a halt with the motor alone, or a ‘standard’ mode which tones the regen down and offers it blended in via the brake pedal. 

Single pedal mode is more efficient. I suggest you stick to it if you want to make the most of this car’s efficiency.

I was surprised to have so few complaints about the C40’s drive experience. This is a balanced and capable EV which is yet another example of how even vehicles which use combustion platforms are improved out of sight by full electrification.

Quite possibly the best little SUV to drive for this price and size, the only drawback is that there’s a touch of lag in the time it takes the power to arrive at low speeds in stop-start traffic, but that can be remedied by putting the transmission in 'Sport' mode.

The steering is light and accurate, the visibility is excellent thanks to the big windows and raised ride height, the pedal feel under your feet is great and the brakes are responsive.

The car feels stable, planted and secure whether it's on a motorway, or a winding country road, while the little 1.0-litre engine is a champion that keeps punching with a throaty growl that matches its enthusiasm.

The seven-speed transmission is superb and changes gears fast, while the paddle shifter lets you take control to keep the revs high.

These little SUVs aren't sports cars but some are so underwhelming to drive it feels like performance was never thought about while developing the vehicle.

But the T-Cross made me grin until my face hurt on the steep winding hairpin filled roads we tested it on at its launch. 

The T-Cross was given the maximum five-star ANCAP rating in 2019. What is truly great is that on every grade you’ve got AEB, adaptive cruise control, lane keeping assistance, rear cross-traffic alert, manoeuvre braking, plus front and rear and parking sensors. 

For child seats there are three top tether anchor points and two ISOFIX points in the second row.

A space saver spare wheel can be found under the boot floor.

The C40 is covered by Volvo’s five year and unlimited kilometre warranty, with a separate eight-year, 160,000km warranty for the battery. There is also eight years of roadside assistance attached.

It is pleasing to see the service intervals for the C40 are long, as they should be for an electric car with so few moving parts, set at two years or 30,000km. 

The first 24 month service is free of charge, and Volvo tells us service pricing after this period will average out to around $100 a year ($200 per visit).

The T-Cross is covered by Volkswagen’s five-year unlimited kilometre warranty.

Servicing is recommended every 15,000km or yearly and while there’s no capped price servicing you can buy a five-year plan for $2800, which equates to $560 per workshop visit.