2019 Volvo XC40 SUV

We were only supposed to catch a brief glimpse of the 2018 XC40 through a teaser trailer we showed you earlier, ahead of a full introduction on September 21, but apparently, Volvo Hungary lost the memo. The firm鈥檚 Hungarian arm inadvertently dropped an uncut version of the same trailer revealing the Swedish manufacturer鈥檚 new compact SUV. As we suspected after having spotted several XC40 prototypes on the road, the production car closely mirrors the styling of last year鈥檚 Volvo 40.1 Concept, with only a few modifications here and there. Perhaps the most noticeable change aside from the regular door mirrors is the use of traditional- instead of the study鈥檚 hidden-rear door handles. Inside, while sharing the same design language as the XC60 and XC90 with a large touch screen dominating the simplified and uncluttered center console, the XC40鈥檚 cabin gives the impression it鈥檚 more casual than its bigger siblings. Volvo has previously said that it aims for the XC40鈥檚 available interior space to be vastly practical and functional. The XC40 is the first car based on Volvo's Compact Modular Architecture which is shared with Volvo鈥檚 Chinese owners Geely. While a detailed list of engines has yet to be announced, Volvo has said that the range will include the brand鈥檚 new 1.5-liter three-cylinder turbo gasoline unit, with the four-cylinder Drive-E engines powering faster models. A 鈥楾win Engine鈥?plug-in hybrid variant pairing an electric motor to the new 3-cylinder engine and 7-speed dual-clutch automated transmission will follow too, possibly badged as the T5. When it goes on sale next year the XC40 will target crossovers such as the BMW X2 and Audi Q2.

As the car reaches 75 mph (120 km/h) it electro-hydraulically raises an additional 6 inches (16 cm) for increased stability. At top speed the combined down force of the front and rear wheels total 639 pounds (290 kgs). Apart from the wing, most of the Carrera GT鈥檚 down force comes from its under tray. The entire tray is manufactured from carbon fiber and is attached to the chassis, engine mounts and crash structure. Creating down force with such a device is efficient as it does not impair the car鈥檚 drag coefficient. A diffuser and air flow ducts provide additional ground effect. Further aerodynamic attention is applied to the lower wishbones. They are made of efficiently shaped steel tubes which do not interfere with the aerodynamics underneath the car. To ensure control under all situations, the Carrera GT has a four channel anti-lock braking system and anti-spin control (ASC) to prevent excessive wheel spin.

Traction control is standard. 鈥楽hould he/she wish to enjoy the thrill of dynamic driving of the highest racing standard the driver can switch off the complete traction control function by pressing a button in the centre console.鈥?says Porsche. Porsche describe the Carrera鈥檚 clean interior as a function-oriented ambience and a cockpit free of all extraneous detail. Only high-tech materials such as carbon, magnesium and leather adorn most surfaces. Information is clearly presented in a classic Porsche instrument cluster which replaces the LCD screen featured on the concept car. The car also uses the 911 steering wheel which doesn鈥檛 follow the F1 trend to stick as many functions on the wheel as possible. This old-school approach is a refreshing change, contributing to the GT鈥檚 ambiance and ensuring it will remain a timeless design. Extending into the dash is a centre console covered in magnesium. Attached sits a birch/ash shifter which is the only piece of wood found in this carbon-laden car.

It specifically pays homage to Porsche鈥檚 917 which sported a balsa-wood gear lever. Amenities such a Bose stereo system and air conditioning are optionally offered. For closed top driving, two carbon fiber panels can be attached to the roof. At a low weight of just 6.4 lbs (2.4 kgs) each, these panels are easily removable and can be stored in the front luggage compartment. Comparison between the Carrera GT and Ferrari Enzo is inevitable. Both entered the market at the top of the product range and both place heavy emphasis on driver-oriented driving, but each executes this philosophy in a different way. Where the Enzo has three driving modes, and a huge bevy of electronic systems, the Carrera is stripped down to basic performance. This is largely due to the fact that the Carrera only has a 6-Speed Manual whereas the Enzo is equipped with a paddle-shift, computer controlled, 6-speed sequential.