Volvo V40 VS Abarth 595
- Great looks
- Responsive, torquey engine
- Simple to use interior controls
- Small boot
- Limited rear legroom
- No Apple CarPlay
- Good engine/chassis combo
- Surprising grip levels
- Terrible driving position
- Ride not great around town
- No reversing camera
I miss my old phone. Sure, my new phone has a bigger screen and it’s smarter and faster, but my previous phone was smaller and easier to use, and now when I go to do a screen shot I accidentally hit the volume button every time.
What I really want in a phone is a new version of the old one – and I have a feeling people may feel the same way about the 2018 Volvo V40.
Some time next year the completely new generation V40 is expected to arrive and there will be some things I’ll miss about the old one. So, this really is your last chance to buy a new ‘old’ Volvo V40.
In a last-hurrah review, I road tested the V40 in the Inscription grade with the T4 petrol engine. What’s so 'missable' about it? Read on to find out.
|Engine Type||2.0L turbo|
|Fuel Type||Premium Unleaded Petrol|
Since 1949, Abarth has been giving the venerable Italian brand, Fiat, a patina of performance, based largely on giant-killing feats in small modified cars like the Fiat 600 of the 1960s.
More recently, the brand has been revived to boost the fortunes of the smallest Fiat on sale in Australia. Known formally as the Abarth 595, the tiny hatch packs a bit of a surprise under its distinctive snout.
|Engine Type||1.4L turbo|
|Fuel Type||Regular Unleaded Petrol|
I’m going to miss this V40 like I do my old phone, and for many people this hatch really could really be close to perfect: excellent safety equipment, enjoyable to drive, cool prestige styling and some lo-fi buttons and dials that are far easier to use than swiping a screen. This is your last chance to own an old, new V40.
Would you wait for the new V40 to arrive or would you prefer the current version? Tell us what you think in the comments below.
It’s tough to be kind to the Abarth 595. Based on a platform that’s more than a decade old, the car has been left behind by its rivals in many ways, including basic ergonomics and its value equation.
The larger engine does work well in this smaller package, and its road-holding ability belies its size. However, only die-hard fans of the Abarth brand will be able to cope with the uncomfortable seating position and a complete lack of even the most perfunctory features that cars costing $10,000 less are able to offer.
Could you look past the Abarth 595's foibles? Let us know in the comments below.
The V40 has been around forever (well, since 2012) but somehow it still looks great – it’s the Nicole Kidman/Rob Lowe of cars.
The thing is Volvo’s new-generation vehicles now have a different look, which will be worn by the next V40, and that seriously dates the current car.
Sure, in 2016 this V40 was updated and given 'Thor’s Hammer' LED running lights like the new-gen cars, but it’s clear the V40 has the old look.
The question is: are you the type of person who would be annoyed if this time next year somebody in the latest ‘new-look’ V40 pulled up beside you at the lights. If yes, then stop reading now… we’ll just wait a moment for you to leave.
Okay, it’s just us now. We don’t need those shallow people anyway, right? They don’t know what they’re missing out on – like an interior with lots of buttons. I’m serious the centre console actually has a numerical key pad for making phone calls. There are also lots of dials for the climate control and seat warmers and for the auto parking system.
All of these buttons will be replaced by a sexy, large touchscreen in the new V40, which will make the screen in the current one look like the slot in Ned Kelly’s helmet. Wait, don’t leave. See, I’ve road tested the new X60 and I missed just flinging a dial to make the cabin’s temperature cooler, instead I had to go into the screen’s menu, find the climate functions, and then slide my finger down a little digital ladder until I found 21 degrees. It’s a frustrating design and potentially distracting in that it takes your eyes off the road longer than twisting a dial does.
I’ll stop the rant. So, yes, the interior of the new V40 will look so sleek and minimalist, decluttered of its buttons and sporting a large vertical screen, but there are functional advantages to keeping it simple.
That said the current V40’s cabin is still special and elegant. The Inscription grade brings milled aluminium trim to the centre console and that leather steering wheel. Volvo owners would be aware of that solid, well-built feeling with a high-quality fit and finish.
What are the V40’s dimensions? Compared to the Audi A3 Sportback the V40 is 59mm longer at 4369mm end-to-end, 72mm wider at 1857mm across, and 5mm shorter in height at 1420mm.
Despite being based on a design that’s a decade old, the Abarths still stand out. Based on the classic Fiat 500 shape of the 1950 and '60s, it’s more cute than cut-throat, with a narrow track and tall roof giving it a toy-like presence.
The Abarth attempts to beef things up with deep front and rear bumper splitters, go-fast stripes, new headlights and alternate-colour wing mirrors.
The 595 rides on 16-inch rims, while the Competizione runs 17s.
Inside, it’s definitely different to most mainstream cars, with colour-coded plastic panels on the dash and a very upright seating position, along with a dual-tone steering wheel.
It’s a love-it-or-hate-it proposition. There’s no middle ground here.
Umm, next question. Okay, the V40 is not very practical. Those small rear doors don’t open wide, making entry and exit potentially difficult for older or less limber folks.
Legroom in the back is limited – although at 191cm I can just sit behind my driving position and headroom is getting tight, too – but still there’s just enough room for me.
The V40’s cargo capacity is 335 litres and that’s smaller than the A3 Sportback’s boot space (380 litres) and the BMW 1 Series’s luggage capacity (360 litres). The aperture of the boot itself is also small.
There’s even a practicality issue with the driver’s doorway – that windscreen is so slanted that the A-pillars either side of it are hard to dodge for taller people when trying to get in, but especially when climbing out.
This is another area where the Abarth falls down. First and foremost, the seating position for the driver in both cars is utterly compromised.
The seat itself is mounted far, far, too high, and has little adjustment in any direction, and there is no reach adjustment in the steering wheel column to allow a taller (or even an average height) driver to get comfortable.
The more expensive Competizione we tested was fitted with a set of optional sports bucket seats from racing company Sabelt, but even they are mounted literally 10cm too high. They are also ultra firm, and even though they look supportive, lack decent side bolster support.
The tiny multimedia screen is okay to use, but the buttons are miniscule, while there’s a complete lack of storage places in the front.
There are two cupholders under the centre console, with two more in between the front seats for rear seat passengers. There are no bottle holders in the doors and no storage for rear seaters.
Speaking of the rear seats, they are the very definition of cramped, with little headroom for moderately sized adults and precious little knee or toe room. There are two sets of ISOFIX baby seat mounting points, though, should you fancy wrestling your wriggling toddlers through the narrow aperture.
The seats flip forward to reveal more cargo space (185 litres with the seats up, and 550 litres when the seats are down), but the seat backs don’t fold flat into the floor. Under the boot floor is a can of sealant and a pump, but no space saver spare.
In truth, it was a long day testing this car… at 187cm, I simply could not get comfortable in it at all.
Price and features
The Volvo V40 in the mid-range Inscription grade with the T4 engine lists for $43,990. When I road tested it for the first time five years ago (in 2013) it was $45,990, and it’s a better car now than it was then, with more standard features.
The list includes a 7.0-inch touchscreen with reversing camera, sat nav, eight-speaker sound system with CD/DVD player, digital radio, and internet connectivity – but no Apple CarPlay or Android Auto.
Also standard are front and rear parking sensors, an auto parking system, plus power adjustable driver and front passenger seats. There’s also leather upholstery, leather-trimmed steering wheel, dual-zone climate control, 17-inch 'Sarpas' alloy wheels and proximity key entry.
The safety equipment list is impressive, too – you can read all about what’s looking after you in the safety section below.
Also, don’t forget that because the current V40 is due to be replaced, dealers will be keen to move their stock to make way for the new one and that means you should be able to get yourself a bargain.
The range has been stripped back to just two cars, and costs has come down slightly, with the 595 now starting at $26,990, plus on-road costs.
A new 5.0-inch touchscreen multimedia system (with digital radio), a leather wrapped steering wheel, TFT dash display, rear parking sensors, alloy pedals, 16-inch alloy rims, and (front-only) adaptive dampers are standard on the base 595.
A convertible, or more accurately, a rag-top (cabriolet) version of the 595 is also available for $29,990.
The 595 Competizione is now a whopping $8010 cheaper at $31,990 with a manual gearbox, leather seats (Sabelt-branded sports buckets are optional), 17-inch alloys, a louder Monza exhaust, as well as front and rear adaptive Koni shocks, and Eibach springs.
Unfortunately, what stands out more on the Abarths is what they don’t come with. Auto lights and wipers, cruise control of any sort, driver aids including AEB and adaptive cruise… even a rear view camera is missing.
What’s more puzzling is that the Abarth’s architecture, though a decade old, has provision to accept at least a rear view camera.
Abarth’s explanation that the car’s home market doesn’t see these inclusions as important doesn’t really hold water, either.
Engine & trans
The V40 line-up has three petrol engines to pick from and the T4 sits right in the middle between the most powerful T5 and the least grunty T3. A 2.0-litre four-cylinder turbo-petrol engine the T4 makes 140kW/300Nm and delivers it through a smooth six-speed automatic.
The Abarth 595 pair use the same 1.4-litre 'MultiJet' four-cylinder turbo engine in differing states of tune. The base car makes 107kW/206Nm, while the Competizione makes 132kW/250Nm, thanks to a freer-flowing exhaust, a larger Garrett-branded turbocharger and an ECU re-tune.
The base car can do 0-100km/h in 7.8 seconds, while the Competizione is 1.2 seconds quicker; the optional 'Dualogic' automatic is 0.2sec slower to the mark in both cars.
A five-speed manual gearbox is standard, and neither car is fitted with a limited slip diff.
If you’re only going to stick to urban areas you’ll see higher usage – our trip computer was reporting an average of 14.9L/100km on a regular peak hour commute, but motorways drop the figure to about 8.0L/100km.
Over 150km of testing, the Competizione consumed a dash-indicated 8.7 litres per 100km, against a claimed combined fuel economy figure of 6.0L/100km. Our brief test of the 595 revealed a similar number, against the same claimed figure.
The Abarth will only accept 95 octane fuel or better, and its small 35-litre tank is good for a theoretical 583km between fills.
Good handling and a fairly comfortable ride complete a prestige and easy-to-drive package that’s only really let down by heavy steering and slightly noisy suspension. That heavily sloped windscreen does present some visibility issues, but it’s not a deal breaker.
Ergonomics aside, the combination of torquey engine and lightweight car is always a good one, and the 1.4-litre turbocharged four is a good match with the front-drive Abarth.
There’s always enough mid-range urge to give the Abarth the hurry-up, and the longer-legged five-speed gearbox is a good match for the engine.
It also grips and turns surprisingly well, despite the Sport button adding too much artificial weight to the Abarth’s steering feel.
That same button also firms up the front dampers on the 595 and all four on the Competizione, which works well on smoother terrain, but stiffens it too much over more undulating surfaces.
Around town it can be hard to strike a good balance between ride and comfort. The difference between soft and firm is much more pronounced in the Competizione, but it will still get tiring if your commute is a bumpy one.
The turning circle, by the by, is ridiculously large for such a small car, making u-turns - already compromised by the lower front bumper - unnecessarily fraught.
The Monza exhaust on the Competizione gives it a bit more presence, but it could easily be louder (or at least more crackly) again; you’re not buying this car to be a wallflower, after all.
First tested in 2012, the V40 the achieved one of the highest-ever scores awarded by EuroNCAP and saw ANCAP give it the maximum five-star rating in Australia. Back then the V40 came standard with advanced safety equipment only making it onto cars these days such as AEB, it also had the world’s first pedestrian airbag, which inflates to protect people from hitting the A-pillars and windscreen.
The 2017 update added blind-spot warning as standard on the Inscription grade. A $1300 option package brings Lane Departure Warning, Lane Keeping Aid, Active High Beam Control, Forward Collision Warning and Road Sign Information. A $3000 package brings adaptive cruise control, collision warning with full auto braking, plus pedestrian and cyclist detection.
ABS, EBD, traction and stability control are of course there to step in should you need it, too. You’ll find three top tether and two ISOFIX points in the second row for child seats. A space-saver spare is under the boot floor.
Despite a lack of electronic safety aids – and, somewhat amazingly in the current age, a rear-view camera – the Fiat 500 that forms the Abarth's basis still carries the maximum five-star rating from ANCAP it was awarded in 2008, by dint of its seven airbags and bodyshell strength.
It wouldn’t have the same luck if it were judged under new ANCAP regs coming into force in 2018, though.
A three-year/150,000km warranty is offered as standard on the Abarth 595 range, with a suggested service interval of 12 months or 15,000km.
Abarth importer Fiat Chrysler Automobiles Australia offers three fixed-priced services for the 595 range at 15,000, 30,000 and 45,000km, with the first costing $275.06, the second $721.03 and the third $275.06.