Volvo XC40 vs Alfa Romeo Tonale

What's the difference?

The Volvo XC40 Recharge Twin Motor is a cute small electric SUV that offers a decent specs list and a sweet urban driving experience. It’s not the nicest ride on a longer journey but it does have a decent range to be able to tackle one, if needed. I didn’t love the interior design but there’s lots the XC40 gets right.

If you’re an ‘Alfa Romeo person’, or even just an ‘Italian car person’, you’ve got this on your short list and there’s little I can say that will change your mind. 

And you wouldn’t be making a bad decision if you did pick up a Tonale.

But if $80,000 sounds like a lot for a small SUV and you still want something that looks stylish and feels special, the mild-hybrid Tonale Veloce should do, if the likes of the X1, Q3, or XC40 don’t scratch that left-of-centre itch.

And a fun small SUV? A Mini Countryman JCW, Audi SQ2 or VW T-Roc R are all different sizes, but all more powerful than the Alfa and all fall below the $70,000 mark.

But, if you’re keen on that plug-in hybrid drivetrain and have a day-to-day lifestyle that’ll allow you to make the most of its electric range (and most major city-dwelling Australians do to some extent), then the outlay might just be worth it to be able to check out the Tonale in your garage or driveway every day.

The XC40 Recharge sees some design changes from its fuel-based counterparts and that’s mainly seen in the front because you get a body-coloured panel instead of a standard grille. The 20-inch alloys feature a chunkier-looking design but the front still boasts the cool ‘Hammer of Thor’ headlights (which I'm rather fond of).

The interior is where the electric powertrain loses me because the fuel-based equivalent is so much nicer inside with its leather-accented upholstery and trims.

It's lovely that there has been a conscious effort to use recycled materials and non-leather upholstery throughout but I'm left with the strange-feeling that synthetic seats don’t reflect the grade or price level of this car. 

Other than the cool-looking topography inserts on the dash and front doors and the 9.0-inch vertical multimedia system, it’s pleasant but a little basic in the cabin. Which is shame because the exterior is cute as hell.

If Alfa any traditionalists are hesitant to embrace the Tonale’s hybrid drivetrain, surely the Tonale’s styling has the opposite effect.

Small SUVs can fall victim to trying to look too much like a hatchback, or being plastered with lots of little trim details to break up large areas. The Tonale, on the other hand, looks like an SUV regardless of size, and its styling elements are decidedly restrained.

Most notably, at the front, Alfa Romeo has employed the ‘scudetto’ shield-shaped grille and horizontal lower grilles to form the ‘trefoil’, a face as familiar as BMW’s kidney grille or the Porsche 911’s round headlights.

The aforementioned ‘3+3’ headlights are sleek, and somewhat mirrored by similarly styled tail-lights that flank a light bar across the middle of the boot. Badging is minimal, the ‘Tonale’ on the rear in a cursive ‘Alfa’ typeface and the small ‘Veloce’ lettering found only on the front three-quarter panels.

The 20-inch wheels are so Alfa Romeo in their ‘teledial’ circular design, though all three wheel options for the Tonale fit into this theme. In a car park or on the driveway, they’re certainly eye-catching to those not expecting them - a friend said upon sight of this test car, "Look at the wheels. They’re silly! I love them!".

Inside, the cabin space isn’t too ‘busy’ with visual elements, though some of those that are there - the row of buttons for climate control or the multimedia screen, for example - are possibly a little too simple. The buttons could be from any old car, and the screen looks like a ‘tacked on’ rectangle.

Just about everything else looks suitably restrained but relatively elegant for a small SUV, though, with elements like the steering wheel remaining rather simple and (in modern terms) timeless. The paddles behind it are a bit of visual theatre, too.

Like the exterior, the interior adopts some circular cues like the air vents, door speakers, DNA drive mode dial, and even the cowl over the driver display. 

The second row is a little more spartan, with little in the way of visual ‘wow’ and a disappointingly basic vent (albeit adjustable in two different directions) and USB ports mounted in hard grey plastic.

For the most part, the interior looks quality, and with relatively minimal hard or scratchy plastic, feels it too.

Front passengers enjoy the most space and I have plenty of head- and legroom up front. It’s a really easy car to get in and out of and the individual storage is very good for the class. 

Front passengers enjoy a glove box, middle console with a removeable bin, two cupholders, utility tray and skinny drink bottle holders in the storage bins in the doors.

In the rear, passengers get map pockets on the backs of the front seats, two cupholders in the fold-down armrest and small storage bins in each door.

The synthetic leather-trimmed seats look neat and tidy but are very hard in the cushion, which makes them a tad uncomfortable on longer trips. The rear seats are much the same.

Charging options throughout the car are good with the front enjoying a 12-volt port, two USB-C sockets and a wireless charging pad to choose from. The rear also gets two USB-C ports and there's another 12-volt outlet in the boot.

The rest of the technology is easy to use once you spend some time with it. The 9.0-inch touchscreen multimedia system features built-in Google Maps, Assistant and Play Store apps, as well as, YouTube.

The 12.0-inch digital instrument panel isn’t customisable but I like the way it pulls through the satellite navigation screen and directions.  

Because of the dual-motor powertrain, your boot capacity drops to 419L from 452L for the single-motor variant. It is large enough for my grocery shop and random errands and you can fold the floor up to create a deep storage well for additional space. Fold the 60/40 split-folding rear seat and available space expands to 1295 litres.

I don’t like the hardened cargo liner, it feels and looks a little cheap, but I do like the powered tailgate. There’s also handy frunk storage of 31L, which is perfectly sized for any charging cables you will have.

Inside, the Tonale feels relatively spacious for a small SUV, with possibly more places to put things than you might expect from a traditionally enthusiast-focused brand. 

In both front and rear seats, no part of the body or console impedes on passenger space - though the door armrests feel like they're a little far to comfortably rest an elbow on - and nothing gets in the way when reaching controls or the centre console.

Ergonomically, everything falls well to hand and no far reaches are really required, though the cupholders in the centre are a little narrow for some relatively normal-sized cups or bottles, and have rubber grips inside that require a little extra pull to retrieve items from.

Other options for bottles include the door pockets, or for a small bottle even the centre console bin is quite deep (albeit narrow).

Smartphones, even fairly tall ones, will rest securely in the angled - a nice touch - wireless charging bay, though while having the phone in a position it won’t slide out from is a plus, angling a phone screen to be visible to the driver might be too tempting for some. It is, mercifully, a little obscured by the gear shifter.

On controls, the steering-wheel design hasn’t changed for more than half a decade which, honestly, is so, so fine. Really, Alfa’s steering wheel has few buttons including the engine start, a relatively timeless (read: simple) visual style, and a thin rim with moulded thumb rests that encourage 9-and-3 hand positions.

The buttons on the wheel are easy, clear, and feel nice, and controlling the driver display is relatively easy as there aren’t really sub-menus to get lost in.

The main multimedia screen is also relatively well laid out, marking a nice step up from previous Uconnect systems (Jeep and Fiat owners will also know), though the connectivity with wireless phone mirroring, Android Auto in my case, was a little laggy and dropped out occasionally, seemingly in the same spot on the same Melbourne CBD street during my commute each morning.

The downsides are relatively few on the practicality front, but there is another: the boot space in the hybrid suffers due to the battery space needed, so 500 litres for the non-plug-in Tonale variants is down to 385 litres for the PHEV.

That’s still less than an electric Volvo XC40 Recharge (claimed to be 418L), though fortunately it grows to a spacious 1430 with the seats folded down, and is accessible via an automatic electrically opening boot door.

Another important point, while we’re in the boot, is the lack of spare tyre. Instead, a repair kit is provided - something those who enjoy a road trip might lament.

Whether the Alfa Romeo Tonale plug-in hybrid is expensive depends on how you frame it. For a small SUV, it’s fairly pricey, but for a premium PHEV, it’s on the more budget-friendly end of the scale.

At $78,500 before on-road costs for a Tonale Veloce PHEV, the plug-in is nearly $20,000 more expensive than the Veloce ‘mild-hybrid’ (MHEV) at $58,900. The test car (pictured) for this review also has two cost options, the Alfa Red paint being $1990 and the 20-inch grey alloy wheels for $1500.

So, $81,990 is a lot for a small SUV, but it’s still about the same price as a Peugeot 508 PHEV and less than a top-spec Mazda CX-60 PHEV.

Alfa Romeo says the difference in price between the Veloce MHEV and PHEV isn’t as broad as it seems just due to the drivetrain, as the PHEV scores a ‘Lusso pack’ as standard rather than being a $4500 option for the MHEV.

That pack is where a few of the goodies in this Tonale come from, such as the black leather seats adorned with Alfa-badged headrests - eight-way electrically adjustable with heating and cooling in the front - plus a heated steering wheel and a 14-speaker Harmon Kardon sound system.

A couple more features are exclusive to the Veloce PHEV, however, like the sunroof and the chrome finish on its dual-exit exhaust tips.

Standard across the range, however, is the 10.25-inch touchscreen for the multimedia system, running Stellantis’ Uconnect 5 operating system with an Alfa-specific skin, as well as the 12.3-inch ‘Cannochiale’ TFT driver display, plus wireless phone connectivity with Apple CarPlay and Android Auto, plus a wireless device charger.

Other functional standards are the ‘3+3’ LED Matrix headlights, visually inspired by past models like the rare Alfa Romeo SZ coupe, plus adaptive ‘driving beam’ and dynamic indicators.

The XC40 Recharge Twin Motor features two electric motors which are powered by a large 82kWh lithium-ion battery and produce a combined power output of 300kW and 670Nm of torque.

Which is downright fun because it can do a 0-100km/h sprint in just 4.8-seconds!

Engaging driving is key to an Alfa Romeo justifying being somewhat on the pricier end of the cost spectrum, so numbers like ‘208kW’ for a total system output in a small SUV are welcome to see on paper.

The Tonale’s 1.3-litre turbocharged petrol four-cylinder engine alone makes 132kW and 270Nm, aided by an electric system outputting 90kW and 250Nm. The 208kW is its total useable peak, with Alfa not stating a peak torque figure, but a 0-100km/h claim comes in at a fairly impressive 6.2 seconds.

That’s helped by the Tonale’s all-wheel-drive nature, the front wheels driven by the engine via a six-speed torque converter automatic, and electricity powering the rears.

The official energy consumption figure is 19kWh/100km and I averaged 19.2kWh over a fair mix of urban and open-road driving. The energy consumption isn't bad but some rivals do sit closer to that 16.5kWh mark.

The official driving range is up to 485km for this model but I only ever saw a top range of 410km. That's not terribly surprising given I wasn't shy with the power use but there was a little bit of range anxiety on longer trips.

The XC40 Recharge Twin Motor has a Type 2 CCS charging port which means you can benefit from faster charging speeds. On an 11kW AC charger you can go from 0-100 per cent in eight hours but on a standard three-pin house plug socket expect that wait time to go up significantly.

On a DC fast charger expect to go from 10-80 per cent in as little as 33-minutes.

A 42.5-litre petrol tank and a 15.5kWh lithium-ion battery combine to provide an electric driving range of 60.5km that’s backed up by the ability to charge or save power for when it’s needed by letting the internal-combustion engine (ICE) kick in.

And while this has the potential to mean essentially no fuel is used in short-run, day-to-day driving, anything resembling a longer trip means you’re unlikely to reach the kind of efficiency figures Alfa Romeo claims.

The official combined fuel consumption figure for the Tonale PHEV is 1.5L/100km, though achieving this would require stopping and recharging the battery every 100km of driving, and the driving would need to be in perfect conditions for battery range - i.e. relatively low speeds.

The Tonale PHEV is efficient, yes, but it’s not ‘1.5L/100km efficient’ in the real world if you need to take a drive longer than a standard work day with maybe an errand or two.

After 23 kilometres of real-world driving, the indicated battery range dropped from 65km (odd given Alfa’s spec sheet provided claims a 60.5km range) to 30km, an indicated drop of 35km.

A 12 km discrepancy between over just 23km of standard driving isn’t ideal, though the trip included some highway driving - not an electric drivetrain’s best stage.

Alfa Romeo says a household-style 3.0kW charger should fill the battery from empty in 5.5 hours, while a ‘fast’ charger at 7.4kW should take 2.5 hours via the Type 2 charging port.

Like the Polestar 2 there’s no ignition button on the XC40. You shift into drive to ‘turn on’ and after you park, you simply get out to turn it off. It takes a little while to get used to but it’s a cool feature. 

The twin motors deliver a hefty kick and you never worry about not having ‘enough power’. In the city it’s zippy but on the open-road you also feel comfortable getting up to speed or overtaking because the power distribution is so well-balanced because it’s an AWD.

I customised my steering wheel ‘feel’ to firm and it makes the handling crisp and direct. You feel like you’re in total control whenever you have to tackle be it tight streets or small car parks.

The blind-spot visibility is compromised by how wide the B and C-pillars are and I find that I'm relying a lot more on the blind-spot monitoring system to compensate.

The XC40 loses a few points for me in terms of ride comfort. As mentioned, the seats aren't terribly comfortable but the suspension is hard enough that you notice every bump, as well.

Road noise is also quite pronounced and it doesn’t sound refined when you drive at higher speeds, which is a shame. The flip-side, though, is that you don’t notice those things as much on short, urban trips.

The standard regen braking isn’t customisable and you don’t notice it until you switch over to a 'one-pedal' function. I found this function uncomfortable to use as it’s very aggressive and creates a jerky driving experience. 

Because of its 4440mm length and tiny 11m turning circle, you won’t struggle in a car park! The 360-degree view camera system and front and rear parking sensors make it easy to navigate a tight spot.

This is a joy to park. It’s so easy.

This might be the make-or-break topic for a select few Alfa Romeo customers - is the Tonale fun to drive?

Yes, thankfully.

Where the mild-hybrid was sometimes criticised for being slightly underwhelming for a car wearing the snake-adorned badge from Milan, the extra power, all-wheel-drive grip and electric torque delivery make the Tonale feel spirited enough for a sporty-leaning small SUV.

The DNA dial really does come into play plenty, too. 

D, for dynamic, is pretty much reserved for when you’re actually ‘driving’ the Tonale - its stiffened suspension and relatively greedy power draw isn’t for low-speed commuting or daily efficiency.

N, or natural, is best for most long-ish commuting or trip situations, particularly highway driving where relying fully on the battery range isn’t ideal, as mentioned.

A, for advanced efficiency, is the ‘EV mode’ and best suits anyone whose daily commute takes them between urban or suburban areas which can be done under EV driving, though it can be used up to 206km/h.

If you don’t mind the petrol engine kicking in on occasion, leaving ‘natural’ to its own devices will result in some relatively frugal driving - a week of testing, commuting, filming and enjoying the Tonale used less than a tank of fuel, including one round trip of more than 140km.

Commuting in the Tonale proved comfortable enough - the steering is light and the dual-stage valve suspension in its softer mode combined with the electric drivetrain resulted in a calm and controlled feeling.

Its suspension soaks up bumps well, though a consistently uneven road surface can feel a little jittery (though not harsh or crashy) after a while.

Getting more dynamic (yes, the D on the dial), however, brought out some interesting characteristics of the Tonale. That light steering is paired with a quick rack (a 14.8:1 ratio, or two-and-a-half turns lock to lock), meaning the Tonale is easy to turn in hard, and a 53F/47R weight distribution provides enough balance (paired with a low centre of gravity thanks to the battery) to keep on top of the small SUVs movements.

All four wheels being driven under its ‘dynamic’ hybrid mode means grip and acceleration in cornering is plenty useful, though braking coming into the corners via the Tonale’s ‘brake by wire’ system could be a little more feelsome.

The gearbox is very eager under acceleration, too much so for commuting, but if it doesn’t suit your needs even for spirited driving then the manual mode is there.

It’s worth noting that those huge brushed alloy shift paddles come into play here, though being attached to the column steering rather than the wheel presents a key ‘pro’ and ‘con’ each: the paddles are always in the same place, just not always in relation to your hands.

With five stars from ANCAP, the Tonale is off to a good start on the safety front.

Its six airbags isn’t exactly class-leading, there isn’t one at front centre, for example, but the PHEV does have the full active and passive safety suite available on the Tonale as standard.

A series of features make the Tonale ‘level 2 autonomous’ including a front camera, lane-keep assist and traffic jam assist, the relatively standard adaptive cruise control, plus traffic sign recognition, driver behaviour warning, and, of course, AEB.

Blind-spot monitoring, side parking sensors, and a surround-view parking camera are standard on the Veloce, aside from the Ti.

The ongoing costs are pretty solid with the XC40 coming with a usual five-year/ unlimited warranty term but the drive battery is covered for eight years/160,000km.

You can pre-purchase a five-year/150,000km servicing program for a flat $3000 or an average of $600 per service, which is a bit expensive for the class. Servicing intervals are great at every two-years or 30,000km, whichever occurs first.

You get complimentary roadside assistance for five-years through Assist Australia and if you meet certain criteria, you can extend that by a further three years, which is handy.

Alfa Romeo has a relatively industry standard five-year/unlimited kilometre warranty for its models, and the Tonale falls under this, with five years of free roadside assistance thrown in, too.

Being a plug-in hybrid, the battery does have its own specific warranty, that being eight years or 160,000km, whichever comes first.

The first five services are priced at a maximum on Alfa Romeo’s website, listed at a top of $500 for the first (15,000km/12 months), $600 for the second (30,000km or 24 months, as the intervals go), while the third is $500, the fourth a whopping $1000 max, and the final capped price back to $500.