Volvo s60 1st generation restyling. Used Volvo S60 II: problems with the robotic gearbox and the disadvantages of high boost. Approximate cost of spare parts

The design of Swedish cars of the first decade of the 2000s is perhaps one of the most successful in the history of not only the brand itself, but also the automotive industry as a whole. Agree, even the 15-year-old S60 still looks very modern and at the same time original. To reach a wider audience, no less successful cars were presented on the same platform - the V70 station wagon and its off-road modification XC70. Years later, we can safely say that the Swedes have turned out to be a worthy competitor to the big German three: in addition to a dynamic appearance and a luxurious interior for its class, the newcomer was designed to change the reputation of the brand and the stereotypical judgment about “Volvo drivers”. And the creators really succeeded: the younger generation finally began to pay attention to Swedish cars. A sedan built on a shortened S80 platform, in addition to interesting design It turned out to be dynamic in terms of driving as well. Of course, safety and comfort remain in the first place, but now it has become appropriate to talk about driving pleasure, especially when it comes to trim levels with powerful power plants.

Volvo is traditionally safe, although in 2001 it received only 4 stars out of 5 for the Euro NCAP crash test.

ENGINES

Here the S60 is unique: I can’t remember any car being equipped exclusively with 5-cylinder engines. And, I must say, the buyer was given a considerable choice. The base units are 2.4-liter naturally aspirated engines (140 and 170 hp), higher in rank are turbo engines of 2 liters (180 hp), 2.4 liters (200 and 250 hp) and 2 .5 l (210 hp). There was also a charged all-wheel drive version of the S60R, also equipped with a 5-cylinder turbo engine, but it already developed a more impressive 300 hp. With. and 400 Nm. The model range also included 2.4 liter turbodiesels (130, 163 and 185 hp), but such S60 units were not officially supplied to us. Theoretically, all units can be considered quite reliable, which is only true if they have proper maintenance. As a rule, it is difficult to hope for the latter, so when choosing a configuration, it is safer to opt for those units that tolerated the lack of attention to themselves best. This primarily applies to simpler naturally aspirated engines: their average service life ranges from 450–500 thousand km without major overhauls, although the service life of turbocharged engines is also quite good and amounts to 300–350 thousand km. The main “jambs” surfaced in cars of early copies, especially the first two years of production.

The service life of turbo engines is on average 1.5 times less than that of atmospheric units. To extend their service life, it is advisable to carry out maintenance procedures earlier than required: for example, change the timing belt at 90–100 thousand km instead of 120, and oil at 10 thousand km instead of 20. After restyling in 2004 and 2007, many technical problems. This affected the automatic transmission twice: of all the components, this unit turned out to be the most problematic

For example, electric radiator fans fell into the risk zone, the failure of which often led to overheating of the internal combustion engine. The Magnetti Marelli throttle valve assembly is also considered capricious (it was regulated to be washed once every 30 thousand km), fortunately after 2002 it was replaced with a more reliable element from Bosch. The weak point is considered to be the engine mounts, especially the upper ones, which wore out literally in 1–2 years, but the manufacturer soon eliminated this problem by extending the service life of the mounts. In general, most childhood diseases were eliminated by 2004, which is a good thing to take into account when choosing a car.

TRANSMISSION

Manual transmissions turned out to be the most reliable, although there are very few S60s with such transmissions on the market. Here it is also worth looking towards more recent copies: after restyling in 2004, the service life of the dual-mass flywheel was increased, the service life of which was about 100 thousand km. But Japanese Aisin automatic machines can present many surprises, especially if the car is used harshly and regular and complete replacement oils in the unit: automatic transmissions do not like sudden acceleration and are prone to overheating. The problem was partially solved by the modernization of 2004, which increased the resource of the units to 110–120 thousand km, and the problem was finally eliminated only in 2008, when the maximum mileage was doubled.

When buying an S60, you should take a closer look at the underbody of the car: due to the low ground clearance, the plastic protection of the fuel and brake hoses is the first to suffer.

CHASSIS

The suspension, partly inherited from the S80, turned out to be a match for the lighter sedan and has proven itself: the S60 is distinguished by outstanding directional stability, stable behavior on any road and the absence of strong sway on waves. But many owners complained about excessive rigidity when passing sharp joints and holes, which was partly compensated for by installing high-profile tires of 15 or 16 diameters instead of 17s. There were also some more serious shortcomings, which again apply more to the pre-restyling versions. For example, the service life of shock absorbers (60–70 thousand km), ball joints (70–80 thousand km) and stabilizer struts (40–60 thousand km) was approximately doubled during modernization.

After modernization in 2004, new headlights appeared, tail lights and body-color painted bumpers. Unfortunately, the windshield wipers on the headlights have disappeared due to the risk of injury.

BODY AND INTERIOR

The bodies of the “sixties” deserve only flattering reviews: you need to try to find frankly rusty examples. If you come across one, then you are almost certainly looking at a pretty beat-up Volvo. When purchasing, you should no less carefully inspect the car from below, lifting it on a lift: due to the low ground clearance, car owners often damaged some elements, which may include engine and automatic transmission pans, as well as plastic protection for fuel lines and brake hoses. A nice feature that both the modernized S60 and competing cars lack are windshield wipers and headlight washers - an extremely useful device in Russia. But this unit must be taken care of: after the brushes freeze to the headlights, the drive electric motor may burn out or the teeth in the wiper gearbox may be cut off. As for the interior, even after 200–250 thousand km, the interior retains its presentation: high-quality leather trim turned out to be quite wear-resistant. The same cannot be said about the plastic of the center console, which gets scratched very quickly. Also, the positive impression of a pleasant and comfortable interior can be overshadowed by infrequent squeaks of plastic panels - this is what most cars suffer from.

The galvanized body resists corrosion well even in areas where the paint is damaged.

With the exception of the plastic center console, the interior upholstery withstands high mileage well

• Balanced chassis, timeless design, rich equipment, relatively reliable internal combustion engines
• Capricious automatic, not the most spacious rear row of seats in the class, low ground clearance

Based on the S60, two related station wagons were also produced - V70...

...and different cross-country ability Cross Country XC70

Verdict

Fears when buying a Swedish car are clearly exaggerated: in terms of reliability, the S60 is definitely not inferior to its closest competitors - the BMW 3 Series, Mercedes-Benz C-Class and Audi A4. The Swede’s main weapon against the Germans is lower cost, no less interesting appearance and a high level of comfort. Well, if it’s time for repairs, then it’s no problem: there are enough spare parts on the market at reasonable prices. But there was a fly in the ointment: automatic transmissions, especially the first years of production, were not distinguished by longevity and reliability.

All the best!

Not long ago I started looking for a replacement for my faithful steed Volvo S40 1999. In no case was it because the magpie began to crumble - it was in excellent condition for its age, and did not throw up any surprises. I just wanted something fresher, faster and with automatic transmission. Although I do not deny that circumstances such as the soon-to-be-replaced timing belt, a small revision of the rear suspension and exhaust system, as well as the need to purchase a summer set of tires somewhat forced the pace.

The wishes for the future car were approximately the following: D-class no older than 5 years with a mileage of up to 100 tkm, automatic, engine from 150 hp. There was no agony of choice as such; I considered only three options – Passat B6, Accord and S60. Although Passat, for obvious reasons, one might say, was not even really considered. I just always really liked the B6 both in design and in all its consumer qualities, but its reliability and DSG in particular... The Accord was significantly more expensive than the “shysyatka” with the same age and mileage, and the ground clearance and the insane cost of CASCO also played against it. And it was impossible to do without insurance, because... in the future, my wife, who currently has virtually no driving experience, will also drive the car. In general, all the arguments were in favor of the S60.

Strengths:

• Ergonomics, workmanship and interior comfort
• Comfortable chairs
• Good handling
• Sound of the HU-850 audio system
• Lack of interest among hijackers
• The feeling of confidence and security behind the wheel is priceless!

Weak sides:

• A bit harsh (maybe due to the size of the wheels)
• Large turning radius
• Tight rear row of seats

I'll start my review with why I chose the Volvo S60.

Six months before purchasing a Volvo, I bought a Toyota Camry in the latest body, new in the showroom... During the 5 months of owning it, they tried to steal it twice, once in broad daylight, but I left the store in time and scared off the crooks, and the second time it was for someone succeeded)) The long swing with CASCO began, and I firmly decided to buy the most undetectable car))) I scratched my pockets, broke my piggy bank and realized that while CASCO is running out, and I need to drive something, I can buy a car for a maximum of 600 thousand ..

I opened the ranking of car thefts for 2013 and at the very bottom of this ranking were the Chinese Volvos and other Skodas and Jaguars... It was decided to find a Volvo S60 in decent condition and drive it for a while until nervous system will calm down from the loss of 1.2 million.

Strengths:

• Unstoppable
• Well made car
• Beautiful, IMHO

Weak sides:

• There is frankly not enough space for rear passengers

Review Volvo S60 2.4 (Volvo ES 60) 2004

Auto release late 2004, the lineup 2005 (restyling)

I bought it in the fall of 2009, i.e. A 5-year-old car with 80,000 mileage. There was still a crisis and I took it for 480,000, then reasonable price it could cost up to 600,000 rubles, before taking it, I took it to the dealer in Kudrovo. For 3,000 rubles, they went through the entire car and ordered dealer repairs for thirty thousand or 50 thousand - I don’t remember. There were no better offers, even pre-styling cost from 500, so I took it. Naturally, the repairs were not done at the dealer, so it was twice as cheap as calculated. Before this car I drove a Ford Focus 2003 American 2 liter automatic transmission 131 hp hatchback 5 doors. (I was very pleased with him)

I drove a Volvo for 4 years, brought the odometer up to 193,500, that is, mine is approximately 113,500. I indicated all expenses in the journal. Overall, Volvo is inexpensive to maintain. Look in the Journal. Tax on 170 hp — 8000. Consumption in the city from 13.5 to 16 liters. On Highway 8.

Strengths:

• Brand
• Reliability
• Salon
• External design
• Style…

Weak sides:

• The plastic of the console between the front seats is poor; cleaning wears off the paint

Office work is a thankless task, let me write a review about a car for my fellow citizens, I thought =) And off we go))

I never thought or intended to buy this car for myself, because I was always scared by the insane prices for maintenance and other negative qualities, but after owning the car for 2 months, I was convinced of the opposite. I bought the car exclusively for resale, because... I wanted to buy a Mercedes CLS 350. A friend of mine was selling it. I knew that he was a miracle racer and a lover of killing cars, especially 256 hp. (chip tuning BSR) and all-wheel drive... how not to anneal. When I bought it, I took the car for a day, took it to the officials, they calculated the repairs at 260,000 rubles... I’m in shock, I’m going to him, I get into an angry and standard traffic jam on the enthusiast highway =)) While I’m driving in a traffic jam, I decided to read in more detail what they do for me they counted there... and I became no less shocked. 12v light bulb for brake lights, parking lights, etc. They cost 250 rubles each, and replacement costs from 500 and more, depending on the front/rear... (I agree about the headlights; it’s easier to change them - remove the bumper and headlight, but if I need to change them (2 xenon lamps, 3 dimensions and 1 turn signal), then the amount will be about 5,000 just for the work! And about 20,000 rubles for the light bulbs) Yes, I almost forgot to say, the price is indicated with a 50% discount on the work, which Obukhov kindly provided me with)) I’m calling my friends, asking for another one. Volvo service, not official, I find it in Medvedkovo, I come, the same work costs me 60 rubles with spare parts... It’s decided - I’m buying it, because... The car was given for 490,000 rubles.

I won’t talk about safety and appearance, because... There are already a lot of reviews on this topic, about ride quality I can only say good things about the all-wheel drive turbo Volvo, I drove it in the winter, when the car didn’t belong to me, everything is excellent, it behaves predictably, the only thing that was unusual for me after an all-wheel drive BMW is that here, when the front wheels slip, the power shifts smoothly on the rear axle, you get used to it pretty quickly. For comfort I gave it a 4. I don’t know whether the suspension in this configuration is so stiff, or whether I’m being picky, but -1 point only for the stiffness of the suspension, but I’ll solve this problem in the spring.

Strengths:

• Appearance
• Dynamics
• Seats. Damn it, this is a definite advantage))
• Safety

Weak sides:

• Low muzzle, as a result of problems with radiators
• Stiff suspension for Russia is sad
• Turning angle

Review of Volvo S60 2.4 (Volvo ES 60) 2007 Part 2

After frequent car changes, I became attached to Volvo. I just don’t understand why there are only a few of them on our roads in Ukraine. The brand is addictive, but maybe because secondary market prices are falling dramatically. There is a direct reason to use the brand for at least 5 years, especially since it does not cause any trouble.

The car is used either by my wife around the city, or by me on long business trips. After 1000 km you get up from behind the wheel still a person.

From what is noted in the manual.

Strengths:

• Excellent ride quality and comfort

Weak sides:

Review of Volvo S60 R (Volvo ES 60) 2004

I bought one imported from Europe for almost a million, I think for such a car at that time it was great price. I sold this car before buying my Audi in perfect health and very quickly.

I bought it in the winter, drove it carefully, loved it in the courtyards and on the way to the cottage village to drive around the snowdrifts of stuck mono-drives, it rows very well with all four, after the rear-wheel drive vehicle it was just a winter fairy tale.

Well, as for the appearance - stylish, strict forms in Swedish, a small body kit, as they explained to me, in all markets it comes straight from the factory. The downside is that it significantly reduces ground clearance, 2 centimeters exactly, how much I drove, I was always afraid to park closely with the front bumper, on some curbs I walked right in, after a year of operation there was almost no living space left on the lower part of the bumper. In principle, the body kit together with a small spoiler on the trunk lid and 18 original wheels with the letter R and sports calipers with the same R outwardly distinguished it from the rest of the S60 in the crowd. The R design is undeniably beautiful and adds a good dose of sportiness to the already aggressive appearance. Some acquaintances said that the brutal look of the Volvo is not for everyone, but there are no comrades in taste and color. Rka in the crowd of other cars looked very hot and looked down on the bulk.

Strengths:

• Slender and graceful
• Burning 5 cylinder turbo engine, thrill every day
• Decent standard audio system
• Luxury comfort
• Spacious trunk, plenty of space inside the cabin for various small items
• Very high quality salon
• Who understands - great opportunities and freedom for tuning

Weak sides:

• Maintenance is expensive compared to sedans in this class
• Few substitutes for original spare parts
• “Eats as it should” and doesn’t even lick his lips
• Low landing
• The suspension is not the most reliable, the car is for smooth roads

Review of Volvo S60 2.5 T (Volvo ES 60) 2007

I'll start with the fact that all my friends drive Volvos, starting with Lehi *Cosmos*, he has an S80, 2008, a year ago I drove with it in the passenger seat and realized that this car was made for people), the interior is perfect silence, without any extras. sound insulation, the music was also very pleasing, again the standard 8-9 speakers, the quality was on par, the chassis was smooth in the pits, it didn’t clunk like on my Mazda at that time. Well, in general, I liked the machine.

Then, for my wedding, within a month, another friend of mine, Maxim *Maksimych*, bought an S60, 170hp. and at a wedding in the village of Ardabyevo, Ryazan region, he forced local residents to dance to the music, since he simply used it, among other things, as a DJ console - he opened the doors to full blast, everyone drank, began to burn out, then Max sat down in the shit and drove off behind us, as they told us later in the morning, it hit a rock with its bottom and then drove on, all the oil leaked out and the engine knocked, in the end it ended up in the middle of the road, damn, I feel sorry for the bro, it ended up on the dibs later, it was towed to Moscow and repaired in Varshavka Dmitry is known to everyone. In short, everything is ok, the issue price is 100-130 thousand rubles. and since 2010, pah-pah, he continues to drive it, now his mileage is 160 thousand, he drove 60 thousand after that and everything is fine.

Now as for my iron horse. I bought it in the fall of 2011, 210 horses, very happy on the road. Firstly, be calm when overtaking, everyone will understand me; second - a safe car, 8 airbags)) The glass is twice as thick as other cars, check)), the cabin is very quiet, not a single creaking or the like, NOTHING irritates me, like before in Mazda, for example. I want to immediately destroy the myths - IT IS EXPENSIVE TO SERVE - this is not true... well, if you don’t think of going to the officials, even the officials have 1.2TO costs 18 thousand, in comparison, for example, with a Ford Focus 2011, 1 TO costs 8 thousand, well, what a difference classes, I changed the entire front chassis from the same Dmitry, 15 thousand cost with the work, adequate, the myth is destroyed! In short, a business class car for an average price!

Strengths:

• Comfortable
• Safe
• Quiet in the cabin
• Nimble
• Worthy

Weak sides:

Review Volvo S60 2.4 (Volvo ES 60) 2005

Hello, Volvo owners or anyone who wants to become a Volvo driver.

Purely my opinion. Please, no stupid answers.

My love for the Swedes began in 2005. I started with the 850 model with a 170 hp automatic, drove it for two years, and left only good emotions. Then v70 cross country'99, transitional model. Damn, I'm tired of it. 193 hp turbo, mileage was 220 thousand km. In a year I clocked up 20 thousand km and spent money: cardan, clutch, dual-mass flywheel, turbine, but I knew that I was taking a tired car, put it in order, drove it and sold it, spending 100 thousand on repairs for all the crap.

Strengths:

• Beautiful
• Fast

Weak sides:

Review Volvo S60 2.4 (Volvo ES 60) 2007

I bought a car after the Hyundai NF, with which, in fact, I can compare my Volvo.

The driver's seat, as many have said, is ergonomic, comfortable, etc., etc. Everything is just in place, accessible and understandable. The only negative is that I often press the cruise control button, which is located on the steering wheel in the upper part. Excellent mirrors with spherical edges. The sound insulation of the cabin is weaker than in my previous Hyundai, but this does not cause discomfort.

The automatic transmission operates with noticeable jerks, again worse than on the Hyundai NFe, and much worse than on the Hyundai Grander, which I considered before buying a Volvo. I expected smoother, more discreet performance from the box.

Review of Volvo S60 2.4 (Volvo ES 60) 2006

I don't know how to write much. But I still want to say something about this car.

I have had many different cars. I started, like many others, in the domestic auto industry, tried everything: classics, fields, and front-wheel drive. I rode a Japanese and a German. But Volvo!!! Guys, of course, this is my purely subjective opinion, but you won’t find such a combination of price, quality and safety anywhere else!

Take the quality of the interior trim. I have black leather, wood trim, wood steering wheel. At first I thought that everything would be covered in dust, that my hands would slide along the wood. But! Nothing like this. It is enough to wipe the dust once a week and everything is clean. The dashboard is also covered with leather and, apparently, not cheap leather, because dust does not get clogged in it, but is easily wiped off. To the steering wheel, I think I got used to it on the third day!!! Very high quality, comfortable, fits great in your hands. There are no questions about the interior either. Excellent lateral support, high-quality leather, many adjustments. Yes, there is not enough space in the back, but the S60 is a driver's car! Who wants to ride in the back - take the S80.

Strengths:

• Safety

Weak sides:

Review of Volvo S60 2.5T AWD (Volvo Es 60) 2007

2 years have passed since my review of the Volvo S60 2.5T AWD.

Main events and facts.

Believe it or not, but in  nothing broke on the car! (ugh 3 times!). I went through the 1st inspection, it cost about 10 thousand rubles, about 22 thousand I passed the 2nd inspection, changed the front pads. THAT  2 cost~ 25 thousand rubles. Generally speaking, it's a bit expensive.   N  O   h  T  O  there's nothing to do - officials... you say

Strengths:

• Good dynamics
• Sustainability
• Adaptability to winter conditions
• Invincibility

Weak sides:

Review Volvo S60 2.4 (Volvo ES 60) 2007

So I sold the Pajero for 160,000, leaving behind pleasant memories of reliability and unpleasant ones regarding the service, mainly due to the cost of maintenance (see review here).

A month of speculation around the Mazda 6, Honda Accord, Citroen C5 and the like passed unnoticed. Then the energy faded and I even thought: “The family also has a car, let’s wait until things get easier with loans and we’ll look for something better...”

And then a friend calls and a mention of Volvo slipped into the conversation. The problem is that Volvo is not so popular in Ukraine and, accordingly, it is extremely difficult to find anything decent used. However, as it turned out, miracles still happen - and I am now a Volvovod. The car was received in excellent condition, with low mileage and with a lot of puzzled looks and remarks from friends :)

Strengths:

• Not bad quality
• Comfort

Weak sides:

• Not revealed yet

Review of Volvo S60 2.4 (Volvo ES 60) 2004 Part 2

Good day everyone!

I recently had an unpleasant incident that threatened to either promptly get rid of this car or repair it for about 75,000 rubles. I went to the service center to change the headlight brush motor (4500 RUR with work) and asked the chief technician to listen to the strange knocking noise that appears when you release the clutch pedal. In general, this sound appeared when rocking back and forth, even if the car was rocked with the engine turned off. When I bought this car, this sound was barely perceptible, then I went to the service center and they said: “Well, it’s a mechanic’s box, it must somehow connect to the work.” But lately there has been more sound. In short, the master, leaving the service bay, sticks his head out of the window and says: “Sell this car.” It’s a pity that there are no signs that convey the state of complete frenzy. He says the flywheel is dying, and it’s better to change the entire clutch at once. And this is approximately 80,000.

I come home dead. I think for a day or two and come to the conclusion: I will not sell a car with such a defect. It is better for your pocket to suffer (recoverable) than your conscience (non-recoverable). Since this breakdown never happens before 200,000 km, I started looking for a used one. And at the same time new too. Found. New for 28,800 re, and used for 15,000. There’s also a replacement for 9,000. I think, well, to hell with it, I’ll settle for 25,000 re. And I went to look at the clutch.

Strengths:

• You can't buy so many advantages for this money. Even in the new version

Weak sides:

• The rear seat is uncomfortable for tall (over 1.85) passengers

Review Volvo S60 2.4 (Volvo ES 60) 2007

Hello, dear ones!

I want to tell you about my car Volvo S60 (170 hp). I don’t know what prompted me to make this choice in the hot July of 2007?!! I have never been a Volvovod and certainly not a Volvovod. After selling the Opel Zafira 1.8, I set out to buy a station wagon. I looked at the Ford Focus (it was a long wait at that time), etc., etc.

I accidentally found myself driving a Volvo S40 (a friend let me steer), and on the same day I went to the dealership and took it for a test drive. The manager turned out to be just a Manager, not a MANAGER, very smart, unobtrusive, and friendly. With it I tried (fortunately time allowed) the entire model range. At that time, the choice fell on the Volvo S60 (there simply wasn’t enough money for the V70) in “ full minced meat» — 170 horses, automatic transmission, 17 wheels. All this equipment cost $38,500 with a discount (the discount at that time was $5,000) + rubber mats, luggage mat, and protection as a gift.

Volvo has made many attempts to move away from its image as a supplier of cars for retirees and those who are in no hurry. The last attempt seemed to be a success, but this was not the first time. At the beginning of the 2000s, the main goal was to abandon the suitcase-like design and make the cars a little more fun. Light restyling of the good old Volvo 850 and 960 gave birth to very interesting from the point of view of image and appearance S70 and S90, but another step was needed towards dynamic appearance and good handling. In addition, in 1999 the division passenger cars Volvo became the property of the Ford corporation, which means it became possible to radically update the range of models on a completely new and modern platform recently developed for this purpose.

The Volvo S60 model was based on exactly the then-new Volvo P2 platform. A little earlier, a new flagship, the S80 model, was released on it, and after it the entire range of the company’s cars was transferred to it: S60, V70, XC70, XC90. Except that the smallest S40s were made on a completely different basis. But wait, that's not all. The Swedes' development turned out to be so successful that Ford adapted it a little, making it a little cheaper, abandoning several wheelbase options, using steel suspension arms and some other changes, and called it the D3 platform, and in the version for crossovers - D4. Cars on these platforms are not very well known in Russia, unless they were made on it, but in the USA several more prestigious Lincoln models are produced on this “trolley”, for example, MKS, MKT and others.

It must be said that the Swedish designers only partially completed the task of changing the image. The cars have come a long way from the emphatically square boxes of the 90s, they have acquired a much more dynamic appearance and less prim interiors, but the handling of the cars still remains tailor-made for “Volvo Drivers” - nothing new multi-link suspensions, the abandonment of the transverse spring and more powerful engines did not make driving the car exciting. It’s just that the excellent, calm handling of these cars has become even better, a little more active and much safer. The appearance of the S60 is made in the new corporate style developed by Peter Horbury, and the characteristic rudiments of that design are clearly visible in the new generations of all cars of the brand. We can safely say that the style of the “sixty” set the tone for all cars of the brand for two decades to come. By the way, it is not surprising that the S60 looks better than the larger S80 - the design was made specifically for the average Volvo, but for the sake of marketing it was “stretched” onto a larger flagship, which had to be released first. The appearance of the car may not be as defiantly beautiful as that of a Volvo C70 or 262 Bertone, but it is clearly “timeless”, not without grace and, moreover, is very characteristic. Versions before the 2004 restyling are pleasing characteristic feature Swedish cars, like the windshield wipers on the headlights and the indispensable elements of black plastic on the bottom of the bumpers, reflect their adaptation to the harsh northern climate with its snowdrifts and slush on the roads. Please note that the second Swedish manufacturer, Saab, also has this “Swedishness” in the appearance of cars of those years of production. Restyled cars are deprived of these pleasant options; they have “regular” washers and solid-colored bumpers, which freeze and scratch like everyone else.

In terms of technology, the Swedes remained within the framework set by the earlier 850 model. It uses in-line five-cylinder engines, which have already become the hallmark of the brand, as well as turbocharging. Apparently, something like this in Sweden promotes the development of turbo engines - if you remember, Saab is also a big doc in this area, engines of both brands are a very popular product for tuning in the category “from three hundred to a thousand horsepower”. But, unlike its compatriots, Volvo was very sensitive to the production of all-wheel drive versions of cars, which was clearly useful on snowy roads, and even in combination with powerful engines. In the new generation of cars, a serious step forward was made: instead of old-fashioned and slow systems based on viscous couplings, the second generation Haldex electronic coupling was used, which made it possible not only to improve cross-country ability, but also to provide good handling (yes, not racing, this is a Volvo!) in all-wheel drive cars .

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2 / 3

3 / 3

In general, the car turned out to be very successful, relatively simple in design, but at the same time comfortable, with good calm handling and even very reliable, which makes it one of the most interesting offers on the secondary market now. True, not in everything, but more on that later.

Engines

More weak point are electric fan motors. Valeo failed here; it clearly had quality problems at the beginning of the 2000s, because defective radiators for Saab and Opel and fans for them were also their products. It is recommended to replace them with more reliable compatible ones - for example, from the same Bosch or Hella. Yes, even Chinese Scan-tech is more reliable than the original. They also note the weakness of fuel pumps and the poor design of the fuel level sensor, but given the age of the cars, the pump has most likely already been replaced with a non-original one, the service life of which can only be guessed at - it can be either better or worse than the original, and problems with the level sensor not so critical. The main problem of most units will be a small selection of non-original spare parts of good quality, and not any technical features. And don’t believe the stories about the particular high cost of turbochargers: look at the table at the end of the article, and you will notice that taking a turbine from the manufacturer - from BorgWarner or Mitsubishi - is several times cheaper than buying it in a reseller’s box, except that it is more difficult to choose a model. The diesel engines here are mostly of our own design, except for the D5252T engine, which was produced for two years, which is often considered an “Audi” engine, but in practice it turns out that this engine is very different from all the units that can be found on Audi cars of those years. The engine of the AEL series is the closest in design, having a similar cylinder block, the same cylinder head and piston group, and some attachments are also the same, but not all - for example, all the injection equipment is unique. But after 2002, only engines of the D5244T, D5244T2 and D5244T4 series were installed, with a power of 163, 130 and 185 hp. All of these engines are twenty-valve (the Volkswagen engine is ten-valve) with a common rail injection system, and all belong to the “D5” series of engines, which are generally very successful. But on early cars The fuel equipment was famous for its unreliable operation and especially weak injectors of the system. It is recommended to check them at least once a year in a special service, otherwise the consequences in the form of melted pistons can lead to replacing the entire motor. Another nuisance on engines after 2004 is the unsuccessful operation algorithm particulate filter, it gets clogged too often. It is recommended to either update the engine firmware to the latest possible, or remove the problematic element. On S60 diesel engines They are very rare, but they are well known in services, because there were much more diesel XC70 and XC90.

Transmissions

Unfortunately, it was the Volvo valve body that turned out to be a problem: early wear of linear solenoids as a result of overheating of the box and wear of the gas turbine engine blocking linings are very common. The latest revisions of this automatic transmission have quite a decent service life with timely replacement oil, absence of overheating and regular repair of the “donut” gas turbine engine, but if the car was manufactured before 2004, then it is not a fact that the valve body is not one of the problems. On all-wheel drive vehicles Since 2003, an improved version of this automatic transmission, model AW 55-51, has been installed - in fact, it is the same box with the same problems. When purchasing, pay very close attention to the jerk when shifting 2-3 gears: if the shift occurs hard, then this is the first sign of impending malfunctions, and if the car was driven in this condition, then replacing the valve body alone will not do. In the high-risk area are cars with 2.4T and 2.5T turbo engines. Since 2006 powerful versions cars with a 2.5T engine and diesel engines began to be equipped with a more advanced six-speed automatic transmission Aisin TF80SC, noticeably more reliable and robust.

Chassis

Body and interior

The biggest problem with the S60 turned out to be with the transmission, or more precisely, with the gearboxes. The transmission itself is well designed, has a large margin of safety, and the Haldex clutch in the drive rear axle except that it requires regular oil changes every 30-60 thousand. Otherwise, keep an eye on the CV joint covers, the cardan shaft and the oil level in the gearboxes. There won't be any big worries.

In principle, up to 150 thousand kilometers they often do not do any manipulations at all, and nothing breaks. But the car wasn't very lucky with the boxes. Modern premium cars are offered only with automatic transmission, and the Volvo S 60 is no exception. Mechanics can only be found with the lowest-power 1.6 petrol engines, and sometimes with diesel engines.

The luckiest ones are the multi-cylinder engines of the modular series, gasoline and diesel. With engines B5204T8, B5204T9, B5254T12, B6304T4, D5204T3, D5244T15 - with the well-deserved in-line "fives" and "sixes" of Volvo's design, they installed the already "battle-tested" automatic Aisin TF 80SC / TF 80D, the only problem of which after 2010 is too harsh a thermal regime and the associated resource life of the gas turbine engine blocking linings and contamination of the valve body. This allows us to consider it very resourceful, but capricious in terms of operating conditions. By the way, the thermal regime can be easily improved by installing a large external radiator and an external filter (for example from), which was often done on machines when the first signs of problems appeared or even immediately after purchase.

Of course, a six-speed gearbox is not at all cheap to repair if it comes down to it, but in most cases the matter ends with cleaning and easy repair of the valve body, replacing the gas turbine lining and oil. The only downside is its relative lack of intelligence - diagnosing this box with a scanner will not show everything. It rather requires knowledge of the design and ingenuity. And also an understanding of the intricacies of hydraulics.

Occasionally, in addition to overheating, the machine is at risk of leaking antifreeze into the ATF. Unfortunately, this problem is still relevant. In case of corrosion of the aluminum heat exchanger or destruction of the fittings as a result of mechanical impact, troubles are possible, so when purchasing, check the connection area of ​​the box heat exchanger for leaks, this is a sure sign of impending large expenses. Indeed, in this case, all clutches will have to be replaced and the valve body will be extensively cleaned, which is tantamount to a major overhaul of the automatic transmission.

A typical service life with a standard cooling system before the first repairs is about 150 thousand kilometers. This usually requires replacing two line pressure solenoids and the automatic transmission lock solenoid. Now they are on sale separately from the valve body plate, which reduces the cost of repairing such a fault several times. If the gas turbine linings are not worn to the limit, then you can expect another hundred or even more thousand mileage before serious intervention with replacing the seals due to a drop in operating pressure. And when frequent replacement oil and a more gentle thermal regime, the box can go even further, which is clearly seen in the example of European cars with mileages of more than 400 thousand.

The box is also very sensitive to wear of the Teflon sealing rings and gaskets. Before diagnosing the valve body, it is imperative to check the actual operating pressure in the system: if, with the linear solenoids fully open, the pressure is below normal, then it is usually not necessary to replace the oil pump (it is relatively reliable here), but to rebuild all the packages and replace the seals.

Aisin TF 80SC is relatively well mastered in repair; serious problems with it are solved quite successfully, although not one hundred percent. But you can forget about budget repairs, the average price for a complete repair does not yet fall below 150 thousand rubles, this box is one of the favorite “cash cows” of automatic transmission specialists, along with ZF 5HP and 6HP, as well as AW TF 60.

The situation is much worse with the “robot” Getrag 6DCT 450. This box was installed on all variants of four-cylinder engines, even the most powerful 300-horsepower ones. Volvo did not install the “younger” version with dry clutches; the 6DCT 450 has oil bath clutches, and the engine has a simple and reliable flywheel.

Like all pre-selectives, this gearbox provides excellent efficiency and switching speed. But there are several nuances. Like the Volkswagen “robot” DQ 250, the valve body, mechanics and clutch unit have a common oil bath, which significantly increases the requirements for oil purity and increases its dependence on driving style.

And alas, as was the case with Volkswagen DSGs, Getrags have a somewhat unfinished design. An additional factor that greatly affects the operation of this particular automatic transmission is the gear ratio of the first gear is too small, which means that it is poorly suited to low-speed modes on engines with insufficient traction at low speeds.

Owners of the S 60 usually experience jerks when switching or loss of traction due to automatic transmission errors. The latter is usually associated with emergency overheating. What's going on with this box? In the vast majority of cases, high temperature and oil contamination with friction wear products are to blame.

The main supplier of dirt into the oil at the initial stage is the clutch kit. It works with slipping when starting the car and when driving at low speed. Also, a small slip is used for smooth gear changes, but it is insignificant if the car does not drive 402 meters every day. Dirt from the oil must be filtered by two filters: an internal coarse filter, with magnets, and an external fine filter. The second is a replaceable element and does not require disassembling the box for replacement. The oil is not completely filtered; abrasive particles are constantly present in it, but if you change it on time, there are relatively few of them, and wear of the remaining elements occurs slowly.

Over time, and especially as the degree of oil contamination increases, other components of the box begin to wear out. First of all, two line pressure solenoids. By the way, they are the same as on the Volkswagen DQ 250 gearbox. Sometimes washing helps, but usually the wear of the rods requires serious repairs or replacement. Next, the gear shift forks suffer; first, the brass sliding inserts on them wear out, and then the magnet of the fork itself may wear out. Of course, wear products from clutches, solenoids and forks enter the oil pump, which also wears out and supplies wear products to the system. If the coarse filter becomes clogged, the operation of the box is even more disrupted. In advanced cases, there is not enough pressure, the valve body fails, and large wear products enter the system, which can damage the gear pairs and differential.

Wear noticeably accelerates with increasing operating temperature Automatic transmission. Standard system cooling works well only in the absence and absence of heavy loads. And the “native” thermostat, although designed for a gentle 90 degrees, often malfunctions. Lowering the operating temperature to 60-70 degrees usually does not do much harm, and in some cases it is even useful. But exceeding temperatures up to 105-120 degrees already leads to rapid oil wear and leaks.

In addition to the wear of solenoids and seals and all the plastic of the automatic transmission, the oil itself simply begins to “burn” in the clutches, where temperatures can be noticeably higher than that of the oil in the crankcase. And the peak oil temperatures in the crankcase go beyond 150 degrees, the oil becomes more fluid. The emerging slippage of the clutches, in turn, leads to even greater wear and even greater heating, finishing off the box quickly and with a guarantee.

Natural or minor wear of clutches and gears greatly accelerates the destruction of the damper springs of the torsional vibration compensator. In this case, the box may make noise at low speeds extraneous noise, and all its mechanics will work with increased wear. In short, you already understand that the oil needs to be changed more often, and don’t forget about the filter.

In principle, the resource of the clutch set is quite large. With careful handling of the gas pedal, similar to working with a manual transmission, and the absence of “racing” during operation, they are “almost eternal” - there are cars with the original kit and mileage for 300 thousand, and in taxis the mileage of cars with diesel engines exceeds half a million.

The key to success is not only changing the oil, but also the serviceability of the electronics and speed sensors; they need to be changed sometimes. This is how it happens in Europe, but here everything is noticeably worse. In Russia, they suffer from cold starts, when the clutches slip more and grip unevenly due to viscous oil. Another catalyst for robot wear is traffic jams, in which drivers behave as with a “classic” automatic transmission. Well, you can finally finish off the box by driving on highways at a speed of 150 and above.

For the average driver, with a mileage of 150-200 thousand kilometers, the main clutch will already require replacement. If the oil was changed at least once every 45 thousand kilometers, and the filter every 15 thousand (that is, at each maintenance), and the box with new solenoids, then most likely it will not have noticeable wear. But if the oil was not changed, or the filter was changed along with the oil, only at 60 and 120 thousand mileage, then the wear will be very significant.

The description of the problems, unfortunately, does not give a complete picture of what is happening. New design The box turned out to be poorly compatible with our services. They act at random, without understanding the processes occurring in the box and knowing the design features. This only increases the number of problems. Even a “branded” service often cannot solve the simplest problems associated with the initial stage of wear, damage to linear pressure solenoids, failures of speed sensors and progressive contamination of the coarse filter.

The “large-scale” work being undertaken is more like a banal robbery of the client. Against this background, the few specialized services also do not seek to reduce average price repairs and their volume, although the likelihood of successful “treatment” in such cases is noticeably higher. The average repair of “everything” for this box is also within 150 thousand rubles. But a large number of repair attempts without much success creates a problematic image of the unit.

Motors

The latest generations of Volvo cars are often called “Fords” by connoisseurs of the brand. And not at all for the platform, it just doesn’t catch the eye. But the replacement of the “classic” engines of the modular series and Si 6 with Ford Ecoboost units and the new VEA (V olvo Engine Architecture) series offends experts. With all the advantages of the new engines, the old ones had a much greater margin of safety and their own “special” character. And history should be valued. On the second Volvo generation S 60 “real” engines were used mainly until 2015, when the most powerful versions of four-cylinder engines appeared. Moreover, under the hood one could find both the beloved five-cylinder engines and in-line sixes in gasoline and diesel versions.

First of all, I will mention the peculiarity of the engine cooling system. All S 60 II engines have a front-mounted intercooler, and the main radiator and air conditioning condenser are assembled into a tight “sandwich”. One of the advantages of this solution is that the intercooler is quite cold during city driving, even in traffic jams. But the attempt to make the radiators more compact and space them apart from the intercooler makes the system very sensitive to contamination. The “sandwich” becomes heavily clogged, and the intercooler itself is located low, which is why its honeycombs not only become dirty, but are often also damaged by stones. It is necessary to install a mesh in the bumper. Well, you need to flush the radiators regularly, otherwise they will become tightly clogged and only flushing and removal will help, which is usually very inexpensive.

Radiator

price for original

18,036 rubles

Specialized Volvo services usually ask for 10 to 15 thousand rubles per operation, the rest can be persuaded to pay 5-10 thousand, because according to standard hours this is not such an expensive undertaking. Specialized compounds for cleaning aluminum and a good jet of compressed air help very well. in capable hands and with the bumper removed. The bulk of the dirt is not visible, a layer of dirt gets stuck between the condenser and the main radiator, the distance between them is about 1 cm, and often this centimeter is tightly clogged with dirt, and there is a decent layer of dirt behind the intercooler. You can just wet the outside, but it won't help much. Contamination of the radiator package often becomes the starting point for damage to the automatic transmission and engine. Wash them at least once a year.

The Volvo Modular Engine series of engines dates back to 1990, and the latest versions were installed on the S 60 II until 2016. These reliable and original camshaft belt driven engines have earned the right to be called one of the best in the world. Yes, the latest versions with a lightweight piston group and turbocharging can no longer boast of that unlimited boost reserve and service life, but nevertheless they can easily take care of their 300+ with normal maintenance.

Yes, there is a belt and it needs to be changed. And besides, there are no hydraulic compensators, and instead of camshaft bed covers there is a top cylinder head cover, which will not allow the procedure for checking clearances “in the field”. The crankcase ventilation system is quite capricious and... actually, there’s almost nothing to complain about. Of course, turbocharging requires the ideal operation of many engine systems. The engine does not like overheating: it can easily drive the cylinder head, the rings fit with a guarantee, and weak valve guides require regular checking of the seals.

Turbocharger for 2.0 B4204T7

price for non-original

BorgWarner 69,933 rubles

The turbocharged in-line sixes of the Si 6 series are somewhat newer than the modulars, but all the warm words can be attributed to them. Unless the timing chain on turbo engines is not pleasing with a predictable resource. But there is more than enough power, the engine life is excellent, and there are tuning opportunities.

But the in-line “fours” of Ford origin here produce an ambivalent impression. On the one hand, these are excellent motors, simple and cheap, with a very successful design. On the other hand, they clearly cannot withstand the degree of forcing that is inherent in their latest versions. Hence numerous problems with scuffing of the last cylinders, burnout of pistons, scuffing of liners and the early appearance of ring wear. The recommendation for the use of low-viscosity SAE 20 oils of Ford specification also does not contribute to the longevity of engines.

1.6 liter engines will seem vaguely familiar to all owners. Volvo has a slightly “brutalized” version of them, with power from 150 to 180 hp. Supercharged, of course, direct injection and phase shifters. In addition, the engine also has a variable-displacement vane oil pump, which is very capricious in terms of the degree of oil contamination.

Both engine options are extremely sensitive to overheating and loss of oil pressure. It is necessary to monitor the cleanliness of the radiators, change the oil noticeably more often than prescribed during active use, and it is advisable to use at least SAE 30 oil, and in the summer, when high temperature- and SAE 40. The slightest malfunction in the operation of the fuel equipment, overheating, bad oil... and now the pistons burn out and the crankshaft lifts. In the worst cases, the block is sent for disposal.

And there can be a lot of reasons. A low-pressure fuel pump may not provide this same pressure, filters may become dirty, the fuel injection pump may also create pulsations or not provide enough pressure, radiators regularly become dirty, and simply “annealing” after a plug can lead to disastrous results. In general, the motors are not bad, but they require caution when operating.

The one and a half liter engine is completely different, it has a chain drive of camshafts, it has less hassle with phase shifter clutches and a stronger cylinder block, it is less prone to overheating. But otherwise the problems are the same, and they are also associated with a very high degree of forcing. Nominally it belongs to the new VEA series, but in reality it is an almost unchanged Ford engine, which can be found under the hood of half of European Fords.

Timing chain 2.0

price for original

2,853 rubles

2.0 liter engines are positioned as their own development Volvo. But if you look closely, the VEA or E-drive architecture is very similar to Ford engines Ecoboost Mi 4, in any case, the cylinder block is almost exactly the same, and the cylinder head is subtly reminiscent. And even the bearings for the latest B4204T7 fit perfectly from Mazda, and the crankshaft can be taken from them. So this is still exactly Ford’s heritage, no matter how much the company boasts of “independence” and its developments.

In general, the Mazda L cylinder block can withstand power above 300 hp quite well, so there is nothing strange in the appearance of factory versions with such boost. But a fan-favorite Mazda 6 MPS is one thing, and rather heavy and massive Volvo cars are quite another. Moreover, on low-viscosity oil, with clogged radiators and plugs.

As a result, engines with a boost level of 200-245 hp. turned out to be not reliable enough for everyday use. If it weren’t for the difficulties that plagued them with valve coking after hundreds of thousands of miles and an unsuccessful control program with detonation on 95-octane gasoline, they could well have proven themselves well. Under normal conditions temperature conditions, frequent oil changes and regular “cleaning” of the valves by applying detergent to the inlet, they behave well. And with operation on 98-octane gasoline and high-quality oils with a viscosity above SAE 30, they can still show a very decent resource piston group. In general, the design is quite successful, but very demanding on maintenance after 100-150 thousand mileage and requires a high level of operation.

Much more interesting are the engine options with 306 and 367 hp. In this case, a supercharger was added to help the turbocharger, the supercharging system was complicated, and the unit was further strengthened. The result turned out to be quite extraordinary: on E85 fuel or good 98-octane gasoline, the engine even has a good service life, and the complex system works reliably.

But if the tank is 95, one good press of the gas may be enough to burn out the pistons. Newer firmware for this motor has solved the “one-click” problem, but the design is in any case very extreme, and an older car with such a motor will clearly not be easy to maintain.

Surprisingly, the problems of the original Mazda L engines have not gone away. Here are the same features with cooling system leaks, heat-oil exchanger leaks, weak seals, poor design of the thermostat and crankcase ventilation system. But so far all these troubles are in their infancy due to relatively short mileage and the presence of much more serious troubles.

Diesel engines are represented mainly by variants of the “classic” five-cylinder engine D5204, which has proven itself well and has no special problems, except for the classic “diesel” ones with fuel equipment.

Summing up

New technologies are not always beneficial. This is especially noticeable in the example of the Volvo S 60 II. In the version with a 2.5 inline “five” or a 2.4 diesel engine and a classic Aisin automatic transmission, this car is quite unpretentious, you just have to keep an eye on the cooling system. And even the price of service will be less than that of the German premium.

But as soon as you chase fuel economy a little, the chances of falling into the tenacious clutches of scammers involved in the “restoration” of automatic transmissions and “masters” in rebuilding Ford engines grow to quite probable. In general, choose proven solutions, use them wisely, and you will be happy.

Would you take a Volvo S60 II?

The Swedish mid-class sedan debuted in 2000. The Volvo S60 was designed by Peter Horbury based on the shortened S80 platform – P2. In 2001-2002, a version with a 2.5-liter turbocharged gasoline engine and automatically engaged all-wheel drive with a Haldex clutch appeared on the list of offers. At the same time, Volvo introduced a sports R version of the model, which was supposed to compete with the BMW M3.

Volvo S 602000-2005 had one solid stripe on the bumper.

In 2005, the car underwent restyling. The changes were not revolutionary, but quite noticeable at a quick glance. The interior, headlights and taillights were updated, the bumpers were slightly adjusted, and side mirrors with built-in turn indicators appeared. The first generation Volvo S60 was assembled until 2009 (in Belgium), until it was replaced by a successor.

After restyling, direction indicators appeared in the side mirrors, and the decorative molding on the bumper was replaced with two small stripes.

Engines

Gasoline:

R5 2.0 Turbo (180 hp)

R5 2.3 Turbo (250 hp)

R5 2.4 (140-170 hp)

R5 2.4 Turbo (200-260 hp)

R5 2.5 Turbo (210 hp)

R5 2.5 Turbo (300 hp) R version

Diesel:

R5 2.4 D5 (126, 140, 163-185 hp)

The choice of engines is quite wide, so it is easy to choose a motor that suits your personal needs. All gasoline engines have 5 cylinders and a 20-valve cylinder head with two camshafts.

A minimum of problems are created by 2.4-liter naturally aspirated gasoline units, which boast good efficiency - about 10 l/100 km. However, having chosen this engine, you should take care of regular valve clearance monitoring (up to $150).

The 2-liter turbo engine is also not bad. It makes overtaking easy, and at the same time quite economical. The turbocharger produces a small amount of boost pressure. Its task is to improve torque characteristics. The maximum 240 Nm is achieved in the range of 1850-5000 rpm. An atmospheric engine is not capable of this.

If you want to get more dynamics, then you should take a closer look at the 2.4-liter turbocharged engines. But in this case, you will have to reckon with higher fuel consumption and more expensive service.

For those who are ready not to skimp on gasoline, the Swedes have prepared an R-version. This is practically a real “athlete”.

Turbodiesels assembled in 2002 are susceptible to problems with injectors. Replacing the kit will cost about $1,600.

There is only one diesel engine, but it is available in versions with varying degrees of boost. The 140 and 163-horsepower versions would be a reasonable choice. The most powerful diesel engine, of course, breaks down more often. And yet, the D5 is a durable unit that will easily cover more than 200,000 km without any failures. Unfortunately, the problem is that most of the cars on the market already have a mileage of more than 300,000 km.

There have also been non-systemic cases of damage to a turbodiesel due to the timing belt jumping.

What malfunctions occur during such a mileage? Basically, the ECM fails and the EGR valve causes problems. In versions with manual transmission gears, the dual-mass flywheel with clutch will need to be replaced - about $700. The turbocharger may also fail - you will have to pay at least $300.

Design features

The Volvo S60 is predominantly a front-wheel drive car, but some versions could be equipped with a all-wheel drive AWD with Haldex clutch. There are two main gearboxes: 5-speed manual and automatic. However, the most powerful turbodiesel was equipped with a 6-speed manual transmission and automatic transmission, and the Volvo S60 R was equipped with a 6-speed manual transmission.

The front suspension is built on McPherson struts, and the rear uses a multi-link design. The Volvo S60 corners quite confidently and is quite comfortable at the same time.

As befits a Volvo car, the S60 has a high level of safety, although it was developed during EuroNCAP crash tests only 4 stars.

There is plenty of space in the back, but not too much.

Typical problems and malfunctions

In models since 2005, mufflers rust faster. The original will cost $400, and the stainless steel system will cost $800.

The degree of reliability of the Swede largely depends on the engine version and availability automatic transmission transmission The last one, Aisin AW, brings surprises in the form of software glitches and planetary gear malfunctions. By the way, the same problems occur in the V70 and S80 models. The cost of repairs in some cases reaches $1000.

High operating costs are also generated by the suspension with an adjustable degree of rigidity - Four-C (installed as standard in the S60 R version). If one of the shock absorbers fails, you will have to pay from 700 to 1200 dollars for a new one. Fortunately, not all Volvo S60 are equipped with such a gadget. However, a conventional suspension is not particularly durable. Most often, silent blocks and wheel bearings fail.

What else should you pay attention to when choosing a used Volvo S60? First of all, the tightness of the power steering, which often leaks. Sometimes there is play and knocking in the rack.

Steering gear leaks are not uncommon.

Other typical problems– wear top pillow engine (vibrations on Idling) and a malfunction of the ETM throttle valve control unit. Sometimes oil leaks through the crankshaft oil seal at the junction of the engine and gearbox.

The interior received materials that were not the most best quality. After 300,000 km, signs of wear appear on the steering wheel, central tunnel with armrest, door panels with handles and gear lever.

The interior is not very elegant (the quality of materials is inferior to German competitors). Interior condition at 370,000 km.

Approximate cost of spare parts

Under the cover at the bottom windshield electrical wiring is located. Sometimes moisture gets inside, which leads to short circuit and failure of electrical equipment.

Conclusion

In general, the Volvo S60 is a fairly durable car that can withstand long mileages well. But, unfortunately, sometimes it comes to serious malfunctions, which forces you to significantly spend money on repairs. As a rule, substitutes, in comparison with original spare parts, have a low service life.

The Swede's strengths: high level of comfort, elegant design, powerful engines, luxurious equipment, excellent sound insulation and excellent corrosion protection.

If you do not want to incur astronomical costs after purchasing, then you should not choose the cheapest copies. The vast majority of them are in a catastrophic condition. Prices for used Volvo S60 range from 230,000 to 700,000 rubles.

Technical specifications Volvo S60 I

Gasoline versions

Diesel versions