Volvo XC40 VS Ford Escape
- Great styling
- Good standard equipment
- Charming and smart interior
- Very pricey servicing
- Launch Editions limited to small numbers
- Strong engine
- Fun chassis
- Good equipment
- Squidgy front seats
- Awkward touchscreen
- No extra power
The small SUV segment harbours innovation, eye-catching style and bigger-than-you'd-think cabin space.
The Volvo XC40 delivers on all of those fronts, plus more - this has been widely regarded as a game-changer for the Scandinavian brand: but does it live up to the hype?
|Engine Type||2.0L turbo|
The Ford Escape had a bit of a false start a few years back before things were put right with a facelift and an interior sorting-out to bring it into the game. With the endless rise of the SUV, makers now have to find ways to attract a few more punters - or a few more dollars per punter.
The idea of adding performance-inspired variants isn't new, of course - hatchback ranges are now awash with GT-line and other 'GTI-lite' variants which seems to be working quite well, thanks very much.
|Engine Type||2.0L turbo|
|Fuel Type||Premium Unleaded Petrol|
So, there you go. My socks haven't literally been blown off, but there is no denying this is a very competent entry into the small SUV segment. The Momentum in particular offers a promising, but pleasantly packed, small SUV for the money - though most will likely opt for the sportier R-Design model.
Across the range it is arguably a bit too expensive, particularly the ownership aspect - but unlike some rivals it actually feels like you're getting your money's worth with the Volvo XC40.
Would you choose the Volvo XC40 over its small SUV competitors? Let us know in the comments section below.
The Escape ST-Line is the second of its name I've driven and again after the Focus, I've come away liking it. While there's no full-fat ST to help make sense of the brand, it's nice to have a mid-size SUV that isn't German come to the party with a bit of driver appeal (okay, technically it is German...).
I think the Escape is a bit underrated and it's sadly inevitable that the ST-Line will suffer the same fate. But, that's the warzone that is Australia's SUV market.
Does the Escape ST-Line have enough oomph to grab your attention? Tell us what you think in the comments below.
I think it's perfect. The more I look at it, the more I struggle to see what I would want to change, because Volvo's designers have absolutely, positively nailed the styling of the XC40.
As the Volvo Cars senior vice president of design, Robin Page, said at the launch of the XC40 this week, the Swedish brand's smallest real SUV offering (we're not counting the V40 Cross Country, here) is like a stylish Prada sneaker, where the XC60 is like a suede shoe that would look okay with jeans or slacks, and the XC90 is the luxury black leather brogue.
It has detailed lines, a bluff and tough front end with the signature Hammer of Thor LED daytime running light inlays, and a bold grille treatment that flows to a square-jawed front bumper.
The scalloped sections in the front and rear doors help ground it, reflecting the ground and the sky to make it appear light on its feet. The two-tone roof finish on the cars at launch - white roof and mint-ish coloured paint for the Momentum; black roof and white paint for the R-Design - make it seem almost like a piece of high-end household furniture.
Mr Page described some elements of the design as "robot-like", and I can see more than a bit of WallE in this vehicle. The tail-lights maintain the same shape we've come to expect of the XC range, but with a scooped bootlid that works to hunker it down. Plus it's 40mm wider at the rear, which is said to help plant it visually.
The boxy exterior is broken up by cheeky touches like the Swedish flag on the front flank. It's playful, and definitely has that youthful appeal that Volvo undoubtedly wants for its entry-level SUV.
If I wasn't sold on the outside, the inside basically did its best impersonation of Bender from Futurama and yelled "shut up and take my money".
The Escape exited the womb as Kuga but was renamed in line with Ford's expanding SUV range. They start with E, you see - Everest, EcoSport etc. In fact, I had an Escape a while back that still had Kuga sill plates such was the speed of the change.
The Escape is a reasonably familiar sight on our roads but it's not exactly selling the way, say, the Mazda CX-5 does.
To this base, the ST-Line adds a set of dark finish 19-inch alloys, blacked out grille, fog-lamp surrounds, roof rails and rear valance. It's fairly mild. The lower ride height does help, though. It could look a bit meaner, but that's not really the point of the ST-Line brand.
Inside you have the same seats as the rest of the range along with red stitching on the shifter and steering wheel. A set of alloy-face pedals, stainless steel kick plates and ST-Line floor mats complete the changes.
The interior is otherwise unchanged, and that's no bad thing, except we have to talk about the touchscreen. It works really well and is a good size but the awkward angle of the surrounds make it hard to hit the targets. It's a bit of an own-goal because otherwise it's very good.
It may be the smallest 'proper' Volvo SUV to date, but the XC40 is pretty substantial - in fact, it is bigger than most of its rivals: it measures 4425mm long (with a 2702mm wheelbase), 1863mm wide and 1652mm tall.
That's bigger than many of its direct competitors, including the BMW X2, the Audi Q2 and Audi Q3, the Mercedes-Benz GLA and the Jaguar E-Pace. Only the BMW X1 is a touch longer, and we know that model is a beacon of interior pragmatism.
But the XC40 is not just big on the outside - the space inside is very good. In fact, it could be the best in its class... it's hard to tell without sitting in the competitors back to back, but with my 183cm (six-foot) frame sat behind my own driving position, I had ample space in the second row.
Kneeroom, toeroom and headroom were all exceptional, and the latter is even largely unaffected by the panoramic sunroof fitted to the Launch Edition cars we were driving.
Yep, this doesn't really feel like a small SUV, and it has all the usual must-have items like top tether points, ISOFIX child seat attachments rear air vents, bottle holders in the doors and a flip down armrest with cup holders. The map pockets are mesh numbers, backed by a hard plastic protector so the kids don't damage the fabric on the seat when they're attempting a shiatsu massage with their anxious little feet.
Now, those door pockets are great in the back, and astounding in the front (yes, it is possible to be astounded by door pockets). There are no speakers in the doors - so you get huge door pockets as a result - and the entirety of the pocket is lined with the same carpet that spans the floor of the vehicle, both up front and in the back.
That carpet isn't just any carpet... and no, I'm not referencing the orange colour, which is either ghastly or great, depending on who you ask. The carpet itself consists of 97 per cent recycled plastic, made from repurposed bottles. The other three per cent is dye.
Volvo has thought of some really good loose item storage, enough to make you think they've taken a leaf out of Skoda's book. There are good sized cupholders, there's a 'Qi' wireless phone charger in a cubby that's big enough for a few large smartphones, and there are two USB ports up front and a USB-C port in the back. The centre console bin has an actual bin at the front as well, and it's removable so you can take it out and wash it when you need to.
There are other nice touches such as a big portrait layout media screen with Apple CarPlay, Android Auto and sat nav, plus it doubles as a display for the reversing camera. You can get a 360-degree surround view camera set-up (standard on Launch Edition models), and every XC40 has a 12.3-inch digital driver info display that helps if feel pretty upmarket inside.
The boot is bigger than many of its competitors, too, with 460 litres of cargo room - and that expands to 1336L with the back seats folded down. And the smart arts continue in the back, with electric seat release buttons for the 60/40 split-fold back seats, and a really smart folding boot floor system that allows you to hook shopping bags on to stop them from flying around. Plus, you get a space-saver spare under the floor.
The top-spec models get a power tailgate, and you can option that on a more affordable version.
The Escape is one of the roomier mid-size SUVs, although it doesn't quite match the interior flexibility of the VW Tiguan. Rear seat space is generous, with good head and legroom and plenty of foot room.
The tailgate opens high and wide, which is handy for loading up. The boot will take between 406 litres (rear seats up) and 1603 litres (rear seats down). There are four cupholders - two up front and two in the rear armrest, with bottle holders in each door. The central armrest bin is deep and accommodating, and there are a few good spaces for stashing loose bits and pieces.
Price and features
The Volvo XC40 range comes in two different model grades - the entry-level Momentum and the top spec R-Design. You can get petrol or diesel in both trim lines and like most Euro manufacturers, the standard spec is better than it once was - but there are still plenty of options available.
The T5 petrol Momentum opens the range at $47,990 (all prices plus on-road costs), while the D4 diesel Momentum attracts a bit of a premium, listing at $50,990.
The Momentum grade has standard equipment including push-button start, dual-zone climate control, 18-inch alloy wheels, LED 'Thor's Hammer' headlights with automatic high-beam, auto-dimming mirrors (inside and out), a 12.3-inch digital driver information display, 9.0-inch touchscreen media system with sat nav, Bluetooth phone and audio streaming, eight speakers, Apple CarPlay and Android Auto, and Qi wireless phone charging.
The Momentum models have part-cloth/part-faux leather seat upholstery, along with an electronically-adjustable driver's seat and four-way lumbar support.
The safety story is strong for all models - check out the safety section below for all the details.
The sportier R-Design in T5 petrol guise is listed at $54,990, while the D4 diesel R-Design model is the flagship offering for now, listing at $57,990.
Over the Momentum, the R-Design models add some extra kit for your extra cash.
The most obvious change is the more aggressive R-Design exterior styling including a blacked out gloss grille, black contrasting roof and dual black tailpipes, 20-inch 'diamond-cut' black alloy wheels, plus it rides on the 'sport chassis' with stiffer suspension, and adaptive headlights with cornering beams.
Inside it gets R-Design perforated leather trim on the seats, steering wheel (which also gets paddleshifters), and gear selector, plus it has a black headliner. In addition to electric driver's seat adjustment, R-Design models get electric passenger seat adjust, plus there's full keyless entry, an electric tailgate with gesture function, and ambient mood lighting.
Volvo is celebrating the arrival of the XC40 with a pair of value-packed Launch Edition models - and as nice as they are, they're sold out already.
The T5 Momentum Launch Edition model lists at $52,990, while the D4 version is $55,990. Volvo claims $10,120 of extra value for a $5000 additional cost to consumers.
The Launch Edition version of the Momentum adds LED headlights with active bending beam, 19-inch five-spoke alloy wheels, a panoramic sunroof, tinted windows, an alarm, leather trim, heated front seats, electric front passenger seat adjustment, seat cushion extension, power folding backrest and headrest, keyless entry with electric tailgate, adaptive cruise control with semi-automated 'Pilot Assist', semi-automated parking assist, a 360-degree camera, and a 13-speaker harman/kardon premium stereo.
The T5 R-Design Launch Edition model is listed at $56,740, while the D4 R-Design Launch Edition comes in at $59,740. The value-add according to Volvo is $6670, but it costs buyers just $1750.
The Launch Edition version adds (over the regular R-Design) a panoramic sunroof, tinted windows, an alarm, heated front seats, power folding backrest and headrest, adaptive cruise control with semi-automated Pilot Assist, semi-automated parking assist, a 360-degree camera, and a 13-speaker harman/kardon premium stereo.
The ST-Line weighs in at $39,990 (plus on-road costs), an easy $5000 below the top-of-the-range Titanium. Standard are 19-inch gunmetal alloys, a nine-speaker stereo, dual-zone climate control, reversing camera, keyless entry and start, front and rear parking sensors, cruise control, front and rear fog lights, sat nav, auto headlights and wipers, partial leather trim, heated and folding power mirrors and a space-saver spare tyre.
Our car had the absurdly good value 'Technology Pack'. For $800 it's a no-brainer because you score upgraded forward AEB for high speeds, lane departure warning, lane keep assist, driver attention detection, auto high beam, active cruise and tyre pressure sensors. Just a pity it's not standard, really. Also on board was the useful but debatable hands-free tailgate for $950.
Engine & trans
There's no real 'entry-level' engine as yet, but a base model three-cylinder version with front-wheel drive is expected at the end of 2019. That's a long while to wait, but in in the meantime, there are petrol and diesel models to choose from.
The petrol is known as the T5, and it's a 2.0-litre turbocharged four-cylinder unit with a punchy 185kW of power at 5500rpm and 350Nm of torque from 1800-4800rpm. Those figures put it on par with a Ford Focus ST, and Volvo claims a sprightly 0-100 sprint time of just 6.5 seconds.
The diesel is called the D4, and it's a twin-turbo unit, again with high outputs: 140kW of power at 4000rpm, and 400Nm of torque from 1750-2500rpm. If you're interested, the 0-100km/h time for the diesel is claimed at 7.9sec.
Both engines are teamed with eight-speed automatic transmissions as standard, and both are all-wheel drive, giving these little tykes a point of difference against competitors like the Audi Q2, BMW X2 and Mercedes GLA, all of which have front-wheel drive entry level models.
Unlike some of those other models, though, the XC40 is a bit of a porker - the petrol model weighs in at 1710 kilograms, with the diesel around the 1743kg mark... so it needs the power to get it moving.
The towing capacity across all models is identical, at 2100kg for a braked trailer and 750kg un-braked.
These engines don't prioritise frugality over usability, but they still offer respectable claimed fuel consumption for the class in which they compete.
The petrol is claimed to use 7.1 litres per 100 kilometres, which is fine, but you'll need to use 95RON premium unleaded when you fill up.
The diesel's claimed fuel consumption is rated at 5.1L/100km - again, not setting any benchmarks, but a respectable figure nonetheless.
On test, we saw around 10.0L/100km for the T5 over a mix of some urban driving, a big stint of country driving on twisty and straight roads, and some freeway work, too.
The fuel tank capacity is just 54 litres, so you might find yourself refuelling fairly often as the range isn't exceptionally good.
Ford reckons you'll use 8.6L/100km on the combined cycle. In the real world, including a roughly 200km round trip run from Sydney up to the Blue Mountains we recorded 10.2L/100km.
The only drama is that it runs only on 95 RON premium unleaded. Having said that, it's obvious rivals do too if they have anything like the available power of the Ford engine.
That's a good start. I mean, the Polestars were fast, but they weren't the last word in dynamism. The XC40 - like I said before - is designed to be a bit more fun, and that translates to the way it drives.
I only had a chance to get behind the wheel of the R-Design T5 model, and I couldn't help but associate this new model as some sort of high-riding hot hatch.
The engine's outputs suggest it could be, and the performance on offer pretty much backs up that notion. In Dynamic mode it offers willing performance, though the eight-speed automatic can be caught out in its quest to lower fuel consumption rather than offer outright edge-of-your-seat performance. But, fear not - there are paddle-shifters that allow you to take matters into your own hands, quite literally.
The steering is pretty quick, which helps separate it from the slowly, slowly approach of the more sedate larger SUVs in the brand's line-up. It is light and accurate, without much feel (it's an electric system, after all), and makes for easy parking, decent high speed direction changes, and good assuredness in the bends.
That comes down to the all-wheel drive system, which helps apportion torque where it's needed because it's an on-demand system. Grip from the Pirelli P-Zero tyres was excellent, too.
Because I was in the R-Design, I had the 'sports chassis' firm suspension - by way of stiffer springs, dampers and anti-roll bars as part of the MacPherson strut front and independent rear end (coil-sprung, unlike the inverted leaf se-tups of the bigger Volvo SUVs). And the result was a ride that wasn't necessarily plush, but nor was it too sharp or abrupt over bumps.
Admittedly, I could feel the lumps and bumps in the road surface as a driver and as a passenger, but I thought it kept in good stead with the persona of this little SUV - something a little bit more sporty than you might expect from Volvo. Especially a Volvo SUV.
That said, I'd give anything to drive the front-wheel drive XC40 three-cylinder on 18-inch wheels and the standard chassis set-up, because it has the potential to be an absolute peach.
Like the Focus ST-Line I drove a little while ago, the Escape has no more power than any other car in the range. A hot SUV it isn't. The changes are restricted to the bits that make the car handle and grip, and even then, it's not a lot.
The ST-Line rides 10mm lower and has stiffer anti-roll bars to further rein in any body roll in the corners. Critically, the gunmetal 19-inch alloys are wrapped in Continental Sport Contact tyres, which is not the sort of rubber you expect on a mid-size SUV. This is a good thing.
One of the key changes to the ST-Line is the steering. The last time I drove an Escape I was struck by the inert steering. Things are much improved in the ST-Line, with a much more involving set up letting you know what's going on underneath.
As a day-to-day proposition, it's a very comfortable machine. I feared for the squishy feeling of the front seats but this was unfounded - a long day at the wheel yielded none of the fidgetiness soft seats can cause.
The lower ride height also makes it quite easy to get in and out of and it's an easy car to manoeuvre apart from a big-ish turning circle.
That engine is as good as ever - strong, torquey and well matched to the six-speed automatic. The all-wheel drive system is also very happy to play ball, as it is in the Titanium with the same engine.
The Volvo XC40 is yet to be tested by EuroNCAP or ANCAP, so there's no crash test score to talk about.
But there is plenty of safety equipment fitted as standard - and we're referencing the regular models, not the sold-out Launch Edition versions.
Let's start with seven airbags (dual front, front side, full-length curtain and driver's knee cover), a reversing camera and front and rear parking sensors. You can option a 360-degree camera if you like, and there's a 'Park Assist Pilot' semi-autonomous parking system available, too.
Auto emergency braking (AEB) is standard, and not only for the front - the XC40 has rear collision warning and braking, too. Plus there's blind-spot monitoring, rear cross-traffic alert, lane departure warning, lane keeping assistance, and a system called "run-off road protection and mitigation" that can detect if you veer off the tarmac unintentionally.
All models have cruise control, but you can option an adaptive cruise control system with Pilot Assist semi-autonomous driving.
The ST-Line comes loaded with seven airbags, ABS, stability and traction controls, lower-speed AEB, reverse cross traffic alert, blind spot sensor, reversing camera, rollover stability and forward collision warning.
The $800 Technology Pack adds high speed AEB, lane departure warning, lane keep assist, driver attention detection, auto high beam, active cruise and tyre pressure sensors.
Volvo really needs to address its ownership costs... these numbers are either the most honest in the premium maintenance world, or the most expensive in the luxury car class.
There's a capped-price service plan available in two different levels - 'SmartCare' and 'SmartCare Plus' - the latter of which includes consumables like wiper blades, brakes (pads and discs) and pollen filters, plus the occasional wheel alignment.
As with the other Volvo models, buyers can choose to opt for a three-year/45,000km plan, a four-year/60,000km plan, or a five-year/75,000km plan. All of them are expensive. Very expensive.
The prices are as follows. SmartCare: three years - $2165; four years - $3320; five years - $4030.
Then there's the SmartCare Plus: three years - $2980; four years - $5160; five years - $6345.
This downside is compounded by the fact there's no special treatment in terms of warranty cover, either. The brand backs its cars with a three-year/unlimited kilometre plan, which is on par for its competitive set.
At least you can get up to six years of roadside assist included at no cost, provided you service your car with Volvo authorised workshops.
Ford now offers a five-year/unlimited kilometre warranty across the range. Roadside assist is via a membership to your local motoring organisation and if you service it with Ford, you get a 12-month extension.
Ford's 'Service Price Guarantee' program is a kind of capped-price servicing thing, with pricing for the services (every 12 months/15,000km) and some additional items. The first service is $350.