By Mitesh Zaveri & Shrawan Raja
The 2025 Volvo EC40 Black Edition is the familiar EX40 but with a sleeker roofline, with black flourishes. Not long ago, I spent a cold day driving the North American-spec model in Canada through snow-covered roads and came away impressed by its comfort, performance, and finish, though it is not without its drawbacks.
Design
The EC40 replaces the C40 Recharge name but remains based on the EX40 platform. The difference is the coupe-like rear and lower stance. My test car was the Black Edition with all exterior elements finished in gloss black. The covered grille, badges, and mirror caps match the wheels, giving it a stealthy look.
The sealed grille hides cooling flaps for the battery and motor. Small lower vents handle airflow to the radiators. Adaptive LED headlights swivel slightly with steering and use the Thor’s Hammer DRLs that double as turn signals. They also put on a short animation when starting the car.
The front camera supports lane-keeping and adaptive-cruise systems. A 31-liter (1 cu.ft.) frunk under the hood houses the tire repair kit and compressor. Opening it in winter gloves was tricky because of the small latch, but it is useful storage.
The side profile is defined by 20-inch black alloys, wrapped in winter tires on my car. The tires improve grip on ice but reduce range slightly. Plastic fender arches and side skirts protect against stones and gravel. From the rear, the EC40 looks more like a crossover-coupe than a compact SUV. The sloping roof gives it a sportier shape, which forms its identity.
The black mirrors include blind-spot indicators, cameras, and turn signals. All four doors support keyless entry, though the sensors sometimes lag in freezing temperatures. The rear features L-shaped LED taillights that extend into the roof spoiler, twin reflectors, and a full-width light bar. The small rear window limits visibility to a narrow slit, more letterbox than windshield!
The power liftgate opens with a leg gesture or button. Cargo capacity is 404 liters (14.3 cu ft) with seats up and expands to 1,205 liters (42.6 cu ft) when folded 60:40. A second underfloor bin stores the charging cable, while tie-down hooks and a removable divider are useful to organize luggage.
Interior
The EC40 is Volvo’s first electric model that is leather-free, and its cabin mirrors the EX40 but is fully blacked out. The dash top and door uppers use soft-touch material. The door panels mix leather-like fabrics, recycled plastics, and carpet inserts. Shiny trim on the vents and handles adds a little contrast.
The steering wheel and seats use nappa-like artificial leather (Nordico) with suede-like inserts (Connect Suede Textile). A Harman Kardon system fills the cabin with clear sound. The illuminated panels behind the door inlays glow at night, replacing the EX40’s direct LED strips.
Fit and finish feel solid. The center tunnel is carpet-lined, and the armrest has white stitching. However, the glossy trim around the shifter collects fingerprints quickly.
Seating & Comfort
At 5’11”, I had no problem entering or exiting. The seating height is ideal, and visibility ahead is wide. Both front seats are eight-way power adjustable with four-way lumbar control. Manual thigh extensions add another layer of comfort on long drives. The headrests feel firm and thin but supportive.
Heating for seats and steering is controlled through the screen, and ventilation is not offered. The seats feel softer and more comfortable than the EX40.
The rear seats share the same dual-material design. Legroom is reasonable, but headroom is tight under the sloping roof, and my hair brushed the ceiling. Passengers who are taller than me will find this an issue.
Rear thigh support is limited, though feet slide easily under the front seats. The middle seat is firm and cold to the touch in winter. Outer seats are heated, with buttons at the base of the center vents.
Displays
A 12.3-inch digital gauge cluster shows readouts like speed, battery level, and power use. It’s crisp but minimal, with only map and standard views.
The 9-inch portrait-style touchscreen runs Google’s Android-based OS with built-in Maps, Assistant, and Play Store. Wireless Apple CarPlay is available, but Android Auto is omitted. The system includes a data SIM for streaming and navigation. Menus are clear, though I feel some options sit too deep in the system.
The climate control functions are placed at the bottom of the screen. Dual-zone temperature, airflow, and recirculation need tapping through layers. Even the power-off command and headrest-fold button reside in sub-menus. It keeps the dash clean but can prove distracting while driving.
The Harman Kardon setup delivers good surround sound. A single volume knob and track buttons sit below the screen beside the hazard and window-defrost controls. The 360-degree camera is sharp but slightly offset, making it hard to judge center alignment when parking.
Storage & Practicality
Cabin storage is smartly designed. The glovebox includes a bag hook, and door bins fit 1.5-liter bottles. The center console houses cupholders, a trash bin, a deep storage box, and a wireless phone charger with two USB-C ports. Two additional USB-C ports serve the rear passengers.
Performance
The dual-motor AWD setup produces 402 hp and 494 lb-ft of torque. The 82 kWh battery (79 kWh usable) feeds both axles directly without a gearbox.
Acceleration is strong, with 0-62 mph (0-100 km/h) in 4.7 seconds on dry pavement. On icy roads, traction control intervenes quickly. The one-pedal drive works smoothly and avoids the abruptness I noticed in the EX40. Braking is progressive, and the pedal feels well-calibrated.
Charging uses the CCS Combo port on the rear fender. The EC40 supports up to 200 kW DC charging, reaching 80 percent in about 28 minutes. A 50 kW DC charger takes roughly 68 minutes, and a 240 V AC charger needs around 8 hours.
Cold weather affects both charging and range. At 0°C (32°F), the system shows warnings about reduced performance. In such conditions, I estimate that cabin heating alone can cut 50-60 km (31-37 mi) from range.
Ride & Handling
The suspension strikes a balanced note. It’s softer than the EX40, helped by the winter tires, and absorbs small bumps without harshness and keeps the body flat through corners. The low center of gravity from the floor-mounted battery aids stability, and the car feels planted even in quick lane changes.
The steering offers Light and Firm modes. I preferred Firm for feedback. The turning radius is short, and parking the EC40 proved easy.
Efficiency & Range
Over long drives, I averaged 20 kWh per 100 km (3.1 mi/kWh), rising to 23-25 kWh in city use with heating active. The EPA-estimated range is 268 miles (431 km), but in near-freezing temperatures, I saw 300-325 km (186-202 mi). As expected, cold weather impacted both efficiency and charging time.
NVH
Motor whine is distant, but road and wind noise rise above 60 mph, especially around the mirrors. The panoramic glass roof lets in plenty of light, and the cabin structure feels solid, with no rattles observed during my road tests.
Safety
Volvo equips the EC40 Black Edition with nine airbags, including a driver knee airbag and side curtains. ISOFIX anchors are on both rear seats. Safety systems include adaptive cruise, lane-keeping assist, blind-spot monitoring, front and rear collision mitigation, pedestrian detection, and Pilot Assist.
The 360-degree camera performs well at night, though it is mounted a little offset. The door mirrors flash warnings for approaching traffic.
Pricing
Pricing for the EC40 in Canada starts at CAD 63,600 for the Core AWD, before taxes and applicable fees. The Black Edition tested here begins near CAD 75,850. In the U.S., the EC40 has been discontinued.
TopElectricSUV says
For those who are in the U.S. and Canadian markets for a compact crossover that prioritizes style, and looks premium yet approachable, the EC40 is a good start to full-electric ownership.
After spending time with it, I find the EC40 fast, stylish, and comfortable. The seats featuring suede-like material are comfortable, and the comfort-oriented suspension tuning is apt for everyday driving. Its main drawbacks are the touchscreen-heavy controls, limited visibility through the rear windshield, and reduced cold-weather range.
An automobile engineer by training, I’ve analyzed the global car market since 2005, with a keen focus on EVs since 2008. My journey in online automotive publishing spans 17 years, during which I have reviewed cutting-edge automotive technologies and interviewed leading global CEOs and vehicle developers.
