Most of all the trouble with the S60 turned out to be with the transmission, more precisely - with the gearboxes. The transmission itself is well configured here, has a large margin of safety, and the Haldex clutch in the rear axle drive only requires regular oil changes every 30-60 thousand. For the rest, keep an eye on the SHRUS covers, cardan shafts and the oil level in the gearboxes. There will be no big worries.
In principle, up to 150 thousand kilometers, they often do not do any manipulations at all, and nothing breaks. But the car was not very lucky with the boxes. Modern premium cars are offered only with automatic transmission, and the Volvo S 60 is no exception. Mechanics can be found only with the lowest-powered gasoline 1.6, and sometimes with diesel engines.
Most fortunate are the multi-cylinder engines of the modular series, gasoline and diesel. With motors B5204T8, B5204T9, B5254T12, B6304T4, D5204T3, D5244T15 - with well-deserved in-line "fives" and "sixes" of the Volvo design, they installed the "battle-tested" automatic machine Aisin TF 80SC / TF 80D, the only problem of which after 2010 is too tough thermal regime and the associated resource of the blocking linings of the gas turbine engine and contamination of the valve body. This allows us to consider it very resourceful, but capricious to operating conditions. By the way, the thermal mode can be easily improved by installing a large external radiator and an external filter (for example, from), which was often done on cars 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 to it, but in most cases it ends with cleaning and easy repair of the valve body, replacing the gas turbine lining and oil. Of the minuses, only relative "lack of intelligence" can be called - diagnostics of this box with a scanner will not show everything. Here you need more knowledge of the design and ingenuity. And also - an understanding of the intricacies of the work of hydraulics.
Occasionally, in addition to overheating, the machine is threatened with antifreeze leakage in 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 stress, troubles are possible, so when buying, check the connection area of the box heat exchanger for leaks, this is a sure sign of impending high costs. Indeed, in this case, all the clutches will have to be replaced and the valve body will be cleaned, which is tantamount to an automatic transmission overhaul.
A typical resource with a standard cooling system before the first repairs is about 150 thousand kilometers. This usually requires replacing the 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 malfunction several times. If the linings of the gas turbine engine are not worn out to the limit, then one can expect another hundred or even more thousands of mileage before serious intervention with the replacement of seals due to a drop in operating pressure. And when frequent replacement oil and a more gentle thermal regime, the box can go through even more, which is clearly seen in the example of European cars with more than 400 thousand mileage.
Also, the box is very sensitive to wear on the Teflon O-rings and gaskets. Before diagnosing the valve body, it is imperative to check for the actual operating pressure in the system: if, with fully open linear solenoids, the pressure is below normal, then usually it is not necessary to replace the oil pump (it is relatively reliable here), but to bulkhead all packages with the replacement of seals.
Aisin TF 80SC is relatively well mastered in repair, serious problems with it are solved quite successfully, although not 100%. But oh budget repair you can forget, the average price for a complete repair has not yet dropped below 150 thousand rubles, this box is one of the favorite "cash cows" of automatic transmission masters, along with ZF 5HP and 6HP, as well as AW TF 60.
The situation is much worse with the "robot" Getrag 6DCT 450. Such a box was installed on all versions of four-cylinder engines, even the most powerful 300-horsepower ones. Volvo did not have a "junior" version with dry clutches, the 6DCT 450 has wet clutches, and the engine has a simple and reliable flywheel.
Like all preselections, this gearbox provides excellent economy and shift speed. But there are a few nuances. Like the Volkswagen "robot" DQ 250, the oil bath at the valve body, the mechanics and the clutch block is common here, which significantly increases the requirements for the purity of the oil and increases its dependence on the driving style.
And alas, as was the case with Volkswagen's DSGs, the Getrags have a slightly unfinished design. An additional factor that greatly affects the operation of this particular automatic transmission is the too small gear ratio of the first gear, which means that its low adaptability to low-speed modes on engines with insufficient thrust at low speeds.
Owners of the S 60 usually experience jerky 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 clutch wear products are to blame.
In the photo: Volvo S60 "2010-13 The main supplier of mud to oil at the initial stage is the clutch kit. It works with slipping when starting the car and when driving at low speed. Also, slight slippage is used for smooth gear changes, but it is insignificant if the car does not drive 402 meters every day. The 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 disassembly of the box for replacement. The oil is not completely filtered, abrasive particles are constantly present in it, but if you change it in time, then there are relatively few of them, and the wear of the remaining elements is slow.
Over time, and especially with an increase in the degree of contamination of the oil, other parts of the box also begin to wear out. First of all, there are two line pressure solenoids. By the way, they are the same as on the Volkswagen DQ 250 box. Sometimes flushing helps, but usually the wear of the rods implies serious repair or replacement. Next, the shift forks suffer, they first wear out the brass sliding inserts, and then the magnet of the fork itself may wear out. Of course, wear products from clutches, solenoids and forks go into the oil pump, which also wears out and supplies wear products to the system. If the coarse filter is clogged, then the operation of the box is disrupted even more. In advanced cases, the pressure is not enough, the valve body malfunctions, and large wear products already enter the system, which can damage the gear pairs and the differential.
Wear is noticeably accelerated when the operating temperature of the automatic transmission rises. Standard system cooling works well only in the absence and in the absence of heavy loads. And the "native" thermostat, although it is designed for sparing 90 degrees, often fails. Lowering the operating temperature to 60-70 degrees usually does not harm much, and in some cases it is even useful. But the temperature rise to 105-120 degrees already leads to rapid oil wear and leaks.
In addition to the wear of the solenoids and oil seals and the entire plastic of the automatic transmission, the oil itself corny begins to "burn" in the clutches, where the temperatures can be noticeably higher than that of the oil in the crankcase. And the peak values of oil temperatures in the crankcase go beyond 150 degrees, the oil becomes more fluid. The emerging slipping of the clutches, in turn, leads to even more wear and tear and even more heating, finishing the box quickly and with a guarantee.
Natural or not very wear of the clutches and gears greatly accelerates the destruction of the damper springs of the torsional vibration damper. In this case, the box can emit extraneous noise at low speeds, and its entire mechanics will work with increased wear. In short, you already understood that the oil needs to be changed more often, and do not forget about the filter.
In principle, the resource of a set of clutches is quite large. With careful handling of the gas pedal, following the pattern of working with a manual transmission, and the absence of "races" during operation, they are "almost eternal" - there are cars with an original set and a mileage of over 300 thousand, and in a taxi the mileage of cars with diesel engines exceeds half a million.
The key to success is not only an oil change, but also the health of the electronics and speed sensors, they need to be changed sometimes. This is how it happens in Europe, but here everything is much worse. In Russia, they sin with cold starts, when the clutches, due to viscous oil, slip more strongly and seize unevenly. Another catalyst for robot wear is traffic jams in which drivers behave like 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 an 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 every MOT), and a box with solenoids of a new model, 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.
Unfortunately, the description of the problems does not provide complete picture happening. The new box design turned out to be poorly compatible with our services. They act at random, without understanding the processes taking place in the box and knowing the design features. From this, the number of problems only multiplies. Even a "proprietary" service often cannot solve the simplest problems associated with the initial stage of wear, damage to the line pressure solenoids, failures of the speed sensors and the progressive contamination of the coarse filter.
The undertaken "large-scale" work is more like a banal robbery of a client. Against this background, a few specialized services do not seek to reduce the average cost of repairs and their volume, although the likelihood of successful "treatment" in those is much higher. Average repair of "only" for this box is also in the range of 150 thousand rubles. But a large number of repair attempts without much success form a problematic image of the unit.
Motors
Connoisseurs of the brand often call the latest generations of Volvo cars “Fords”. And not at all for the platform, it just doesn't strike 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 connoisseurs. 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 appreciated. On the second generation Volvo 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 five-cylinder beloved by many, and in-line "six" in petrol and diesel versions.
First of all, I will mention a feature of the engine cooling system. On all S 60 II engines, the intercooler is frontal, and the main radiator and air conditioner condenser are assembled into a dense "sandwich". One of the advantages of this solution is that the intercooler is quite cold during city traffic, even in traffic jams. But trying to make the radiators more compact and space them apart from the intercooler makes the system very susceptible to contamination. The "sandwich" is heavily clogged, and the intercooler itself is located low, which is why its honeycombs are not only dirty, but often also damaged by stones. It is imperative to put a mesh in the bumper. Well, you need to flush the radiators regularly, otherwise they will clog up tightly and only flushing with removal will help, which is usually very non-budgetary.
Radiator
price for original
18,036 rubles
Specialized "Volvo" services usually ask for from 10 to 15 thousand rubles per operation, the rest can be persuaded for 5-10 thousand, because according to standard hours this is not such a costly event. Specialized compositions for cleaning aluminum and a good jet of compressed air in skillful hands and with the bumper removed help very well. 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 will hardly help. Contamination of the radiator package often becomes the starting point in damage to the automatic transmission and the engine. Wash them at least once a year.
In the photo: Volvo S60 "2013 – present. The Volvo Modular Engine series dates back to 1990, and the S 60 II was fitted with the latest variants until 2016. These reliable and original belt-driven camshaft engines have earned the right to be called some of the best in the world. Yes, the latest versions with a lightweight piston group and turbocharging can no longer boast of that limitless boost margin and resource, but nevertheless they easily nurture their 300+ with normal maintenance.
Under the hood Volvo S60 "2010-13 Yes, there is a belt, and it needs to be changed. And besides, there are no hydraulic lifters, and instead of the camshaft bed covers, there is an upper cylinder head cover, which will not allow checking the clearances "in the field". Quite a whimsical crankcase ventilation system and .. yes, actually, there is almost nothing to complain about. Of course, turbocharging requires many engine systems to work perfectly. The motor does not like overheating: it can easily drive the cylinder head, the rings are covered with a guarantee, and weak valve guides require regular check of the oil seals.
Turbocharger for 2.0 B4204T7
price for non-original
BorgWarner 69 933 rubles
The turbocharged inline "six" of the Si 6 series is somewhat newer than the "modular", but all the warm words can be attributed to them. Is that the timing chain on turbo engines does not please with a predictable resource. But the power is more than enough, the engine resource is excellent, and there are tuning opportunities.
But in-line "fours" of Ford origin here make an ambiguous impression. On the one hand, these are excellent motors, simple and cheap, with a very good design. On the other hand, they clearly do not withstand the degree of forcing that is incorporated in their last versions. Hence, there are numerous problems with scuffing of the last cylinders, piston burnout, scuffing of liners and the early appearance of annular working. Does not contribute to the longevity of engines and the recommendation for the use of low-viscosity oils SAE 20 of the Ford specification.
Volvo S60 "2010-13 engine Engines with a volume of 1.6 liters will seem vaguely familiar to all owners. Volvo has a slightly "brutalized" version of them, with a capacity of 150 to 180 hp. Of course, supercharged, direct injection and phase shifters. In addition, the motor also has a variable displacement vane oil pump, very capricious to the degree of oil contamination.
Both engine options are extremely sensitive to overheating and oil pressure drops. It is necessary to monitor the cleanliness of the radiators, change the oil much more often than prescribed during active operation and it is advisable to use at least SAE 30 oil, and in summer, at high temperatures - and SAE 40. The slightest disruption in the operation of the fuel equipment, overheating, bad oil ... and now they burn out pistons and lifts the crankshaft. In the worst cases, the block is sent for disposal.
And there can be a lot of reasons. A low-pressure gas pump may not supply this very pressure, filters may become dirty, a high-pressure fuel pump may also create pulsations or under-supply pressure, radiators are regularly contaminated, and simply "annealing" after a plug can lead to a disastrous result. In general, the motors are not bad, but they require care when operating.
In the photo: Volvo S60 D5 AWD "2010-13 The 1.5-liter engine is completely different, it has a chain drive of camshafts, it has less trouble with phase shifter couplings and a stronger cylinder block, it is less prone to overheating. But the rest of the problems are the same, and they are also associated with a very high degree of forcing. It nominally belongs to the new VEA series, but in fact it is an almost unchanged Ford engine that can be found under the hood of half of European Fords.
Timing chain 2.0
price for original
2 853 rubles
Engines with a volume of 2.0 liters are positioned as a proprietary development of Volvo. But if you look closely, the VEA or E-drive architecture is very similar to the Ford Ecoboost Mi 4 engines, in any case, the cylinder block is almost exactly the same, and the cylinder head is subtly reminiscent. And even the liners for the newest B4204T7 fit perfectly from Mazda, and the crankshaft can be taken from them. So this is all the same Ford heritage, no matter how the company boasts of its "independence" and its developments.
In general, the Mazda L cylinder block can withstand power above 300 hp well, so there is nothing strange in the appearance of factory variants with such a boost. But one thing - a fan-made Mazda 6 MPS, and quite another - quite heavy and massive Volvo cars. And even on low-viscosity oil, with clogged radiators and plugs.
As a result, motors with a boost rate of 200-245 hp. proved to be insufficiently reliable for everyday use. If it were not for the difficulties that followed them with coking valves after hundreds of thousands of mileage and an unsuccessful control program with detonation on 95th gasoline, they could well prove themselves. Under normal temperature conditions, frequent oil changes and regular "cleaning" of the valves by supplying detergent to the inlet, they behave well. And with operation on 98th gasoline and quality oils with a viscosity higher than SAE 30, they can still show a very decent piston group resource. In general, the design is quite successful, but very demanding for maintenance after 100-150 thousand mileage and requiring a high culture of operation.
In the photo: Under the hood of the Volvo S60 Polestar "2014–17 Much more interesting are the 306 and 367 hp motor options. In this case, a supercharger was also installed to help the turbocharger, the pressurization system was complicated, and the unit was further strengthened. The result turned out to be quite outstanding: on E85 fuel or good 98th gasoline, the engine even has a good resource, and the most complex system works reliably.
In the photo: Volvo S60 D3 "2013 – present. But if there is a 95 in the tank, one good push on the gas may be enough for the pistons to burn out. Newer firmwares for this motor have solved the "one-click" problem, but the design is in any case quite extreme, and an age-old car with such a motor will obviously not be easy to maintain.
Surprisingly, the problems with the original Mazda L engines have not gone away. Here are the same features with leaks in the cooling system, leaks in the heat and oil exchanger, weakness of the seals, unsuccessful design of the thermostat and crankcase ventilation system. But so far all these troubles are in their infancy due to the relatively small runs and the presence of much more serious troubles.
In the photo: Volvo S60 "2010-13 Diesel engines are mainly represented by variants of the "classic" five-cylinder D5204 engine, which has proven itself well and some special problems, except for the classic "diesel" with fuel equipment.
Summing up
New technologies are not always beneficial. This is especially evident in the example of the Volvo S 60 II. In the version with in-line "five" 2.5 or 2.4 diesel and the classic Aisin automatic transmission, this car is quite unpretentious, you just have to keep an eye on the cooling system. And even the service price will be less than that of the German premium.
In the photo: Volvo S60 "2010-13 But it is worth a little chasing after fuel economy - and now the chances of getting into the tenacious clutches of scammers involved in the "restoration" of automatic transmissions and "masters" in the bulkhead of Ford engines grows to quite probable. In general, choose proven solutions, exploit wisely, and you will be happy.
Would you take a Volvo S60 II?
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. For greater audience coverage, 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 called upon to change the brand's reputation and the stereotypical judgment about "Volvo drivers". And the creators really succeeded: the younger generation finally began to pay attention to Swedish cars. The sedan, built on a shortened S80 platform, in addition to an interesting design, turned out to be dynamic in terms of driving. Of course, safety and comfort remained 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 out of 5 stars for the Euro NCAP crash test.
ENGINES
This is where the S60 is unique: I can't remember that any car was powered exclusively by 5-cylinder engines. And, I must say, the buyer was given a considerable choice. The basic units are 2.4-liter aspirated engines (140 and 170 liters. From.), Higher in rank are turbo engines with a volume of 2 liters (180 liters. From.), 2.4 liters (200 and 250 liters. From.) And 2 , 5 l (210 l. From.). There was also a charged all-wheel drive version of the S60R, also equipped with a 5-cylinder turbo engine, but that 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 S60s were not officially supplied to us. Theoretically, all units can be considered quite reliable, which is true only if they are properly maintained. As a rule, it is difficult to hope for the latter, therefore it is safer, when choosing a configuration, to opt for those units that tolerated the lack of attention to themselves best. This primarily applies to simpler atmospheric engines: their average resource ranges from 450-500 thousand km without overhaul, although the resource of turbocharged motors is also not bad and amounts to 300-350 thousand km. The main "shoals" surfaced in cars of early copies, especially the first two years of production.
The resource 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 expected: for example, to 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. The automatic transmission was affected twice: of all the components, this unit turned out to be the most problematic
For example, radiator electric fans fell into the risk zone, the failure of which often led to overheating of the internal combustion engine. The knot is also considered to be capricious. throttle Magnetti Marelli (once every 30 thousand km its flushing was regulated), fortunately after 2002 it was replaced with a more reliable element from Bosch. The engine mounts are considered a weak point, especially the upper ones, which wore out literally in 1-2 years, but the manufacturer soon eliminated this malfunction by extending the life of the supports. In general, most childhood diseases were eliminated by 2004, which will not be superfluous to take into account when choosing a car.
TRANSMISSION
Manual transmissions have proven to be the most reliable, although there are very few S60s with such transmissions on the market. It is also worth looking in the direction of more recent copies: after the restyling of 2004, the service life of the two-mass flywheel was increased, the resource of which was about 100 thousand km. But the Japanese Aisin machines can present a lot of surprises, especially under the condition of tough operation of the car and ignoring the regular and complete replacement oils in the unit: automatic gearboxes do not like sharp accelerations 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 bottom 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, was matched to the lighter sedan and proved to be excellent: the S60 is distinguished by outstanding directional stability, stable behavior on any road and the absence of strong swing on the waves. But many owners complained about excessive stiffness when passing sharp joints and holes, which was partially compensated by installing high-profile tires of 15 or 16 diameters instead of 17s. There were some more serious shortcomings, which again relate more to pre-styling versions. For example, the resource of shock absorbers (60-70 thousand km), ball bearings (70-80 thousand km) and stabilizer struts (40-60 thousand km) was approximately doubled during the modernization.
After modernization in 2004, new headlights appeared, taillights and body-colored bumpers. Disappeared, unfortunately, because of the risk of injury "wipers" on the headlights.
BODY AND INTERIOR
Body "sixty" deserve only flattering reviews: you need to try to find frankly rusty copies. If you stumbled upon one, then almost certainly in front of you is a pretty broken Volvo. No less carefully when buying, it is worth inspecting the car from below, lifting it to a lift: due to the low ground clearance, car owners often damaged some elements, which may include both engine and automatic transmission trays, and plastic protectors for fuel lines and brake hoses. A pleasant feature that both the modernized S60 and competing cars are deprived of is the wipers and headlight washers - an extremely useful device in Russia. But this unit must be protected: after the brushes freeze to the headlights, the drive electric motor can burn out or the teeth in the cleaner's gearbox can 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 scratches very quickly. Also, a positive impression of a pleasant and comfortable interior can be overshadowed by the infrequent creaks of plastic panels - this is what most cars suffer.
The galvanized body resists corrosion well, even in areas of paint damage.
Except for the plastic of the center console, the interior upholstery resists high mileage well
- Balanced chassis, ageless design, rich equipment, relatively reliable internal combustion engines
- Capricious automatic, not the most spacious rear row of seats in the class, low ground clearance
| The approximate cost of maintenance in specialized independent service stations, p. | |||
| Original spare parts | Non-original spare parts | Work | |
| Front shock absorbers | 16 000 | 6000 | 2800 |
| Front brake discs (2 pcs.) | 6600 | 4000 | 1200 |
| Front pads (set) | 3000 | 1400 | 600 |
| Bearing assembly with hub | 13 600 | 6200 | 1300 |
| Front arm bushing | 2700 | 650 | 500 |
| Stabilizer legs (2 pcs.) | 4500 | 700 | 500 |
| Tie Rod | 4400 | 600 | 600 |
| water pump | 7800 | 1200 | 4500 |
| Generator | 40 000 | 7500 | 1800 |
| Automatic transmission repair | - | - | 70 000 |
| Hood | - | 15 000 | 1400 |
| Bumper | 30 000 | 15 000 | 1200 |
| Wing | 17 000 | 5000 | 1200 |
| Headlight | 14 000 | 5800 | 500 |
| Windshield | 13 800 | 4000 | 2500 |
On the basis of the S60, two related station wagons were also produced - the V70 ...
... and the all-terrain Cross Country XC70
Verdict
Fears when buying a Swedish car are clearly exaggerated: in terms of its reliability, the S60 is definitely not inferior to its closest competitors - the BMW 3 Series, Mercedes-Benz C-class and Audi A4. The main weapon of the "Swede" against the "Germans" is a lower cost price, no less interesting appearance and a high level of comfort. Well, if the time has come for repairs, then it doesn't matter here either: there are enough spare parts on the market at adequate prices. But it was not without a fly in the ointment: the automatic transmission, especially the first years of production, did not differ in longevity and reliability.
Volvo has made many attempts to move away from its image as a car supplier for retirees and those in a hurry. The last attempt seemed to succeed, but it was far from the first time. At the beginning of the 2000s, the main task was to abandon the suitcase-like design and "cheer up" the cars a little. A light restyling of the good old Volvo 850 and 960 gave birth to very interesting in terms of image and appearance of the S70 and S90, but one more step was needed towards a dynamic appearance and good handling. In addition, in 1999 the division passenger cars Volvo became the property of the Ford corporation, which means that there is an opportunity to radically update the range of models on a completely new and modern platform developed recently for this.
The Volvo S60 was based on just such, then very fresh Volvo P2 platform. A new flagship, the S80 model, was released on it a little earlier, and after it the entire range of the company's cars was transferred to it: S60, V70, XC70, XC90. Perhaps the smallest S40s were made on a completely different base. But wait, that's not all. The development of the Swedes 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 crossover version - D4. Cars on these platforms are not very well known in Russia, except that they were made on it, but in the USA several more prestigious Lincoln models are produced on this "cart", for example, MKS, MKT and others.
It must be said that the Swedish designers have only partially completed the task of changing the image. The cars have gone far from the emphatically square boxes from the 90s, they acquired a much more dynamic appearance and less prim interiors, but the handling of the cars still remained sharpened for Volvo drivers - no new multi-link suspension, the rejection of the transverse spring and more powerful motors did not make driving the car gambling. It's just that the excellent calm handling of these cars has become even better, a little more active and much safer. The exterior 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 “pulled” onto a larger flagship, which should have been released first. The exterior of the car may not be as defiantly beautiful as the Volvo C70 or 262 Bertone, but it is clearly “timeless”, not devoid of grace and, moreover, very characteristic. Versions before the 2004 restyling delight with such a characteristic feature of Swedish cars as the wipers on the headlights and the indispensable elements of black plastic on the bottom of the bumpers - the effect is imprisonment under the harsh northern climate with its snowdrifts and slush on the roads. Pay attention, the second Swedish manufacturer - Saab - also has this “Swedishness” in the appearance of the cars of those years of production. Restyled cars are deprived of these pleasant options, they have "ordinary" washers and one-piece bumpers that freeze and scratch like everyone else.
In terms of technology, the Swedes remained within the framework set by the earlier model 850. Here they used in-line five-cylinder engines, which have already become the hallmark of the brand, as well as turbocharging. Apparently, something like this in Sweden contributes to the development of turbo engines - if you remember, Saab is also a big dock in this area, engines of both brands are a very popular product for tuning in the category "from three hundred to a thousand forces". But, unlike compatriots, Volvo was very sensitive to the release 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, they took a serious step forward: instead of the old-fashioned and slow systems based on viscous couplings, they used an electronic Haldex clutch of the second generation, which made it possible not only to improve cross-country ability, but also to provide good controllability (yes, not racing, this is Volvo!) For all-wheel drive cars ...
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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 proposals for secondary market now. True, not in everything, but more on that later.
Engines
All motors here, as I have already mentioned, are five-cylinder. The Volvo modular engine series in this generation is devoid of hydraulic lifters and has a DOHC scheme with two camshafts driven by timing belt... Any special problems for gasoline engines there is no, the mechanics of the structure worked a long time ago. Is that the valve stem seals and the new design of the cylinder head are a little capricious - the valve guides for the “over 200” mileage are often worn out, and the caps age and etch oil in quite decent volumes. If you start this process, they will lay down piston rings, although the engine itself could walk and walk - aspirated without jokes can withstand 350-500 thousand kilometers before the first overhaul, and turbocharged ... well, in general, the same amount, unless something breaks in the system of the pressurization itself , which can lead to a very quick failure of the entire motor or simply a sharp decrease in the residual resource. It is also traditionally for engines of the brand that the oil separator in the cylinder head cover is easily contaminated, and the increased pressure can squeeze out the oil seals, but the problem is easily solved by timely service. "Swedes" are often scolded for an unnecessarily complicated procedure for adjusting the timing gaps due to the strange design of the cylinder head without camshaft covers, but this should not be done too often, only once every 150-200 thousand kilometers, so this does not greatly burden the budget. But the timing belts do not run at all 120-150 "routine" thousand kilometers, it is better to change them for 60 thousand (and the more the engine "sweats", the more often it is worth changing the belt), then almost nothing will threaten the health of the engines. In addition to its control systems: there are not very durable sensors for air flow, absolute pressure and temperature. And, by the way, not a very good seal on the air filter boxes. On pre-styling cars, there is also a capricious throttle valve module from Magneti Marelli. The Italian damper is not happy with its resource and reliability, it is afraid of pollution and easily breaks down. After 2003, the module is no longer found - it was replaced with a Bosch unit, but if you come across an "early" car, then it will not be easy to switch to a German unit. This requires changes in the wiring and new firmware of the control unit, which is a rather complicated operation on these machines - there is an advanced anti-theft system, and it will not work just like that to change the block to a "compatible" one, and as a result, an "upgrade" usually does not occur.
Another weak point is the fan motors. Valeo let down here, he obviously had quality problems at the beginning of the 2000s, because defective radiators for Saab and Opel and fans for them are also their products. It is recommended to change them to more reliable compatible ones - for example, from the same Bosch or Hella. Even Chinese Scan-techs are more reliable than the original. They also note the weakness of the gasoline pumps and the unsuccessful design of the fuel level sensor, but given the age of the cars, the pump has most likely already been replaced by an unoriginal one, the resource of which can only be guessed at - it can be either better or worse than that of the original, and the level sensor problems not so critical. The main problem of most units will be a small selection of non-original spare parts of good quality, and not at all some technical features... And do not believe in stories about the special high cost of turbochargers: look at the table at the end of the article, and you will notice that taking a turbine from a 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. Diesel engines here are mainly of their own design, except for the D5252T engine, which was produced for two years, which is often considered an engine "with Audi", but in practice it turns out that this engine is very different from all units that can be found on Audi cars of those years. The closest in design is the AEL series engine, which has a similar cylinder block, the same cylinder head and piston group, and some mounted units also coincide, but not all - for example, all the injection equipment is here its own. But after 2002, only motors of the D5244T, D5244T2 and D5244T4 series were installed, with a capacity of 163, 130 and 185 hp. All these motors are twenty-valve (Volkswagen ten-valve motor) with an injection system Common rail, and all belong to the "D5" series of motors, on the whole very successful. But on early cars, the fuel equipment was famous for unreliable operation and especially weak system injectors. It is recommended to check them at least once a year in a special service, otherwise the consequences in the form of molten pistons can lead to the replacement of the entire motor. Another nuisance on engines after 2004 is the unsuccessful algorithm of the particulate filter, it clogs up too often. It is recommended to either update the engine firmware to the latest possible or remove the problematic item. On the S60 diesel engines are very rare, but they are well known in the services, because there were much more diesel XC70 and XC90.
Transmissions
All-wheel drive on this model is not to be afraid of, as well as mechanical transmissions of the M56 and M66 series. The drive clutch only requires regular oil changes and electrical connections. Damaged corrugations can allow water to enter the control unit, and the wiring under the machine as a whole is at risk. Gearboxes - whether five-speed or six-speed - are also reliable and time-tested, they were installed on the 850th model. Traditionally, I remind you that a dual-mass flywheel, which was necessarily relied on for diesels and turbo engines, is not cheap, and it is more profitable to repair or replace it than to change the gearbox housing. As with many cars, the trouble here was the "automatic", with which most of the "sixties" were sold. Initially, a five-speed automatic transmission Aisin model AW55-50 with all motors was installed on the car. Unlike the automatic transmission of the same model, Opel, for example, has its own valve body and a number of elements. The box was developed specifically for Volvo, and it acted as a kind of beta tester, and in the version for the Swedes, the box is much more capricious than in the version that was supplied to all other car manufacturers.
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 blocking linings of the gas turbine engine are very common. The latest revisions of this automatic transmission have quite a decent resource with a timely oil change, no overheating and regular repairs"Donut" of the gas turbine engine, but if the car was produced before 2004, then it is not a fact that the valve body is not one of the problematic ones. An improved version of this automatic transmission of the AW 55-51 model has been installed on all-wheel drive cars since 2003 - in fact, this is the same box with the same problems. When buying, be very careful about the jerk when shifting 2-3 gears: if the shifting is hard, then this is the first sign of impending malfunctions, and if the car was driven in this state, then just replacing the valve body is indispensable. In the high-risk area there are cars with 2.4T and 2.5T turbo engines. Starting from 2006, powerful versions of cars with a 2.5T engine and diesel engines began to be equipped with a more advanced six-speed automatic transmission Aisin TF80SC, much more reliable and strong.
Chassis
Car suspensions and steering made with a good safety margin and at the same time not too original. On machines manufactured before 2004, the ball joints were the weak point, but you are unlikely to come across a car that has been going on for more than ten years on the original ones. Moreover, the "ball" here changes separately from the lever, which is already a rarity for cars of the 2000s. The rear suspension is multi-link, but also of a relatively simple scheme and is extremely successful, has a good resource and a low repair cost. The running of the suspension elements is generally very good, and the price of spare parts is not off scale. Is that shock absorbers are traditionally two times more expensive than on German cars, and relatively often the geometry of the lower wishbone in the rear suspension is violated due to too low location and long length. Steering on dorestyling cars "pleases" with a slight backlash, which is difficult to remove for a long time - the reason for this is not the most successful rack model and weak original thrust. If even the play that is quite acceptable according to the national GOST disgusts you, then look for a car produced after 2004 - there is a different steering mechanism, much more reliable. Another steering problem is the power steering pump: it has a small resource, it does not tolerate pressure surges when the steering wheel is in extreme positions and is prone to leaks. And, unfortunately, not that cheap. And this is again the case when the original spare part is more expensive and worse than some non-original ones, so do not be surprised at the price of some “non-original” parts higher than that of the “real pump from Volvo” - they are just slightly better. Cars manufactured before 2006 usually have not the most successful wheel bearings - they lose their tightness, and in general, the rear hubs are rather weak. Option for rear shock absorbers Nivomat, which allows you to maintain a constant level of the body, is very expensive when replacing shock absorbers: they are only branded from ZF Sachs here and are very inhumane, more expensive than bulkheading the entire suspension with original spare parts... But you can always put on a set of conventional shock absorbers and springs without losing anything either in handling or in comfort.
Body and interior
The interior is equipped with all the options for premium cars, from leather upholstery to advanced navigation and climate control. Of course, the interior materials are quite premium, which has a good effect on the condition of the "aged" cars. The interior itself pleases not only with the quality of materials, but also with its dimensions - the large width of the car and successful layout solutions affect, the competitors are noticeably closer, especially at the rear. Only here in the gray-black design it is too gloomy. Fortunately, there are also light beige salons with walnut trim in the range, giving much more joy and sunshine. Here a characteristic "Swedish man" has already appeared in the design of the climate control unit on the center console, however, the "flying console" itself is not yet there. Comfort is also emphasized by good noise insulation for the class. Perhaps, and in this among classmates, the S60 is in the lead. True, on older cars, everything can be noticeably worse than it was on new ones. Squeaks appear, here and there there are loose panels, and vibration damping weights could have been removed from the suspension: these inconspicuous blocks on stretchers and levers are often removed as unnecessary, and then one resonance, another ... The rubber seals of heavy doors also spoil the matter: they they perish and begin to let the noise into the cabin.The Swedish mid-range sedan debuted in 2000. The Volvo S60 was developed by Peter Horbury based on the short platform S80 - P2. In 2001-2002, a version with a 2.5-liter turbocharged gasoline engine and an automatically connected all-wheel drive with a Haldex clutch appeared on the list of proposals. 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 continuous stripe on the bumper.
In 2005, the car has undergone a restyling. The changes did not become revolutionary, but they are quite noticeable at a cursory glance. The interior, headlights and taillights were updated, the bumpers were slightly corrected, and side mirrors with integrated direction indicators appeared. The first generation Volvo S60 was assembled until 2009 (in Belgium), until a successor came to replace it.
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 motors is quite rich, so it is easy to find a motor that suits your personal needs. All gasoline engines have 5 cylinders and a 20-valve cylinder head with two camshafts.
The minimum of problems is created by 2.4-liter atmospheric gasoline units, which can boast of good economy - about 10 l / 100 km. However, having chosen this engine, you should take care of regularly checking the valve clearance (up to $ 150).
The 2-liter turbo engine is not bad either. It makes it easy to overtake, and at the same time is quite economical. The turbocharger generates a slight boost pressure. Its task is to improve the torque characteristics. The maximum 240 Nm is reached in the range of 1850-5000 rpm. An atmospheric engine is not capable of this.
If you want 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 more high consumption fuel and more expensive service.
For those who are ready to skimp on gasoline, the Swedes have prepared an R-version. This is practically a real "sportsman".
Turbodiesels assembled in 2002 are prone to injector problems. Replacing the kit will cost about $ 1,600.
There is only one diesel engine, but it is presented in versions with varying degrees of boost. A reasonable choice would be 140 and 163-horsepower versions. The most powerful diesel engine breaks down more often. And yet, the D5 is a tough unit that can safely travel over 200,000 km without any disruption. Unfortunately, the problem is that most of the cars on the market already have a mileage of over 300,000 km.
There were also non-systemic cases of damage to a turbodiesel due to a timing belt jump.
What malfunctions occur with this mileage? Basically, the ECU - ECM fails, the EGR valve causes problems. In versions with mechanical box transmission will require replacement of a dual-mass flywheel with clutch - 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 an AWD system with a Haldex clutch. There are two main gearboxes: 5-speed mechanics 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, while the rear uses a multi-link design. The Volvo S60 is quite confident in cornering and at the same time quite comfortable.
As befits Volvo cars The S60 has a high level of safety, although it earned only 4 stars in the EuroNCAP crash tests.
There is plenty of room behind, but no surplus.
Typical problems and malfunctions
In models since 2005, mufflers rust faster. The original will cost $ 400 and the stainless steel system $ 800.
The degree of reliability of the Swede largely depends on the version of the engine and the availability automatic box gear. Last - Aisin AW surprises in the form of software glitches and planetary gear malfunctions. By the way, the same problems arise 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 stiffness - Four-C (installed as standard in the S60 R version). If one of the shock absorbers fails, then the new one will have to pay from 700 to 1200 dollars. Fortunately, not all Volvo S60s are equipped with such a gadget. However, the usual suspension is not particularly durable. Most often, silent blocks and wheel bearings fail.
What else to look for when choosing a used Volvo S60? First of all, on the tightness of the power steering, which often leaks. Sometimes there is a backlash and knock in the rail.
Leaks from the steering gear are not uncommon.
Other typical problems- wear of the upper engine mount (vibration at idle) and malfunction of the ETM electric throttle valve control unit. Sometimes there is oil leakage through the crankshaft oil seal at the junction of the engine and gearbox.
The interior received materials of not the best quality. After 300,000 km, traces of wear take on the steering wheel, center 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 with 370,000 km mileage.
Estimated cost of spare parts
Under the cover at the bottom windshield located electrical wiring. Sometimes moisture gets inside, which leads to a short circuit and failure of electrical equipment.
Conclusion
Overall, the Volvo S60 is a fairly sturdy car that can handle big runs... 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 resource.
Strengths of the Swede: high level of comfort, elegant design, powerful engines, luxurious equipment, excellent noise insulation and excellent corrosion protection.
If you do not want to get into astronomical expenses after purchasing, then you should not choose the cheapest copies. The overwhelming majority of them are in a catastrophic state. Prices for used Volvo S60s range from 230,000 to 700,000 rubles.
Specifications Volvo S60 I
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All the best!
Not so long ago, I began to look for a replacement for my faithful horse Volvo S40 1999 onwards. In no way, not because the forty began to crumble - his condition for his age was excellent, he did not throw any surprises. I just wanted something fresher, quicker and with automatic transmission. Although I do not deny that such circumstances as the upcoming soon replacement of the 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 accelerated events.
There were approximately the following wishes for the future car: D-class not older than 5 years with mileage up to 100 tkm, automatic, engine from 150 hp. There were no agony of choice as such, I was considering only three options - Passat B6, Accord and S60. Although the Passat, for obvious reasons, one might say, was not really even considered. It's just that I always really liked the B6 both in design and in all its consumer qualities, but its reliability and DSG in particular ... Accord came out much more expensive than a "shysyatka" with the same age and mileage, the clearance and insane cost of hull insurance also played not in its favor. And it was impossible to do without insurance, tk. in the future, the wife will also drive a car, who at the moment has practically no driving experience. In general, all the arguments were in favor of the S60.
Strengths:
- Ergonomics, workmanship and interior comfort
- Comfortable armchairs
- Good handling
- The sound of the HU-850 audio system
- Lack of interest among hijackers
- The feeling of confidence and security while driving is priceless!
Weak sides:
- A bit harsh (maybe due to the dimension 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 the purchase of Volvo, I bought a Toyota Camry in the last body, a new one in the cabin ... For 5 months of ownership, they tried to steal it twice, once in broad daylight, but I got out of the store on time and scared off the crooks, and the second time it was succeeded)) A long swing began with hull insurance, and I firmly decided to buy the most unstoppable car))) I scratched my pockets, broke the piggy bank and realized that while hull hull calves, and I need to drive something, I can buy a car for a maximum of 600 thousand ..
I opened the rating of car thefts for 2013 and at the very bottom of this rating were the Chinese Volvo and other Skoda with jaguars…. It was decided to find the Volvo S60 in decent condition and ride for a while until the nervous system calms down from the loss of 1.2 million.
Strengths:
- Unhugged
- A well-made car
- Beautiful, IMHO
Weak sides:
- Space for rear passengers is frankly not enough
Review of 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 a mileage of 80,000. There was also a crisis and took it for 480,000, then the adequate price for it could reach 600,000 rubles, before taking it, I took it to a dealer in Kudrovo. For 3000 rubles, they climbed the whole car and wrote a dealer repair for thirty or 50 thousand - I don't remember. There were no better offers, even pre-styling cost from 500, so I took it. Naturally, the repair was not done by the dealer, so it is twice cheaper than calculated. Prior to this, the car went to a Ford Focus 2003 American 2 liter automatic transmission 131 hp Hatchback 5 doors. (very happy with him)
Departure for Volvo for 4 years, caught up with the odometer to 193500, that is, mine is about 113,500 there. All expenses are indicated in the journal. Generally speaking, Volvo is inexpensive to maintain. Look in the Journal. Tax on 170 hp - 8000. Consumption in the city from 13.5 to 16 liters. Highway 8.
Strengths:
- Brand name
- Reliability
- Salon
- External design
- Style…
Weak sides:
- Unsuccessful plastic console between the front seats, paint is erased from cleaning
Office work is a thankless job, I'll write a review about a car for fellow citizens, I thought =) And it started))
I never thought about buying this car for myself, and was not going to, because they always frightened me with insane prices for MOT and other negative qualities, owning a car for 2 months was convinced of the opposite. I bought a car exclusively for resale, because I wanted to buy Mercedes CLS 350. Sold by my friend. I knew that he was a miracle racer and a fan of killing cars, especially 256 hp. (chip tuning BSR) and four-wheel drive... how not to anneal. When buying, I took the car for a day, drove it to the officials, counted repairs for 260,000 rubles ... I'm in shock, I'm going to him, I get into an evil and standard traffic jam on the highway of enthusiasts =)) While I'm in a traffic jam, I decided to read in more detail, what are they to me there they counted ... and I am no less shocked. 12v light bulb in brake lights, dimensions, etc. they cost 250r each, and the replacement is from 500 and above, depending on the front / rear ... (about the headlights, I agree that it is easier to change them - remove the bumper and headlight, but if how do I need to change (2 xenon lamps, 3 dimensions and 1 turn signal), then the amount will turn out to be about 5000 only for the work! And about 20,000 rubles for the bulbs) Yes, I almost forgot to say, the price is indicated with a 50% discount for the work that Obukhov kindly provided me)) I am calling my friends, I ask you to break through another Volvo service, not official, I find it in Medvedkovo, I come, the same work costs me 60tr with spare parts…. Resolved - I buy, tk. the car was given for 490,000 rubles.
I will not paint about safety and appearance since There are already a lot of reviews on this topic, I can only say good things about the driving performance of an all-wheel drive turbo Volvo, I drove it in the winter, when the car did not belong to me, everything is excellent, behaves predictably, the only thing that was unusual for me after an all-wheel drive BMW was that here, when the front wheels slip, the power moment Smoothly goes to the rear axle, you get used to it pretty quickly. For comfort I put 4. I do not know whether I have such a stiff suspension in this configuration, or I find fault, but -1 point only for the stiffness of the suspension, but I will solve this problem in the spring.
Strengths:
- Appearance
- Dynamics
- Seats. Damn it, this is a definite merit))
- Security
Weak sides:
- Low muzzle as a consequence of the problem with the radiators
- Rigid suspension for Russia is sadness
- Turning angle
Review of Volvo S60 2.4 (Volvo ES 60) 2007 Part 2
After frequent changes of cars to Volvo, I got used to it. I don’t understand why we have only a few of them on the roads in Ukraine. The brand is addictive, but maybe because prices in the secondary market are falling dramatically. There is a direct reason to operate the brand for at least 5 years, especially since it does not cause any trouble.
The car is used either by my wife in the city, or by me on long business trips. After 1000 km, you get up from behind the wheel as before.
From the marked in the operation.
Strengths:
- Excellent driving performance and comfort
Weak sides:
Review of Volvo S60 R (Volvo ES 60) 2004
I bought one driven from Europe for almost a million, I think for such a car at that time it was an excellent price. I sold this car before buying my Audyushka in full health and very quickly.
I bought it in the winter, carefully left, it is expensive to drive around in the yards and on the way to the cottage village through the snowdrifts of stuck mono-drives, rowing very well with all four, after the rear-wheel drive behi just a winter fairy tale came.
Well, as for the exterior - stylish, strict Swedish forms, a small body kit, as they explained to me, on all Rki comes straight from the factory. The minus in it is that it significantly lowers the ground clearance, 2 centimeters exactly, how much I was always afraid to park with the front bumper, I went right on some curbs, after a year of operation there was almost no living space left on the lower part of the bumper. In principle, the body kit in total with a small spoiler on the trunk lid and 18 native R wheels and sports calipers with the same R outwardly distinguished it from the rest of the S60 in the crowd. The R design is undoubtedly beautiful and adds a good dose of sportiness plus an already aggressive exterior. Some acquaintances said that the brutal look of the Volvo was for an amateur, but there were no comrades in taste and color, Rka looked very fierce in the crowd of other cars and looked down on the bulk.
Strengths:
- Slim and graceful
- Burning 5 cylinder turbo engine, every day a thrill
- Decent stock audio system
- Comfort at the level of a suite
- Spacious trunk, inside the cabin there is a lot of space for various little things
- Very high quality salon
- Who understands - great opportunities and scope for tuning
Weak sides:
- Service is expensive compared to sedans in this class
- Few substitutes for original spare parts
- "Eats right" and does not even lick his lips
- Landing low
- The suspension is not the most reliable, the car is for flat roads
Review of Volvo S60 2.5 T (Volvo ES 60) 2007
To begin with, all my friends drive Volvo, starting with Lehi * Cosmos *, he has an S80, 2008, a year ago I drove with him passenger seat and realized that this was a car for people doing), in the cabin perfect silence, without any extra. soundproofing, music is also very pleased, again, the standard 8-9 speakers, the quality is at the level, running smoothly in the pits, the opu did not beat off as on my Mazda at that time. Well, in general, I liked the machine.
Then another friend of mine, Maxim * Maksimych *, S60, 170hp, bought for my wedding in a month. and at a wedding in the village of Ardabyevo, Ryazan region, he made the locals dance to the music, because he just used it as a DJ console, among other things - he opened the doors to the full, drank everything, began to smoke, then Max sat down in shit and went after us, as we were told later in the morning, he hit a stone with the bottom and drove on, all the oil drained out and the engine knocked, as a result he stood in the middle of the road, damn it, sorry for the bro, got on the grandmother later, towed to Moscow and repaired on Varshavka everyone knows Dmitry. In short, everything is ok, the issue price is 100-130 thousand rubles. and since 2010, pah-pah, he drives on it further, right now his mileage is 160 thousand, 60 thousand after drove and everything is buzzing.
Now for my iron horse. Bought in the fall of 2011, 210 horses, very happy on the road. Firstly, he is calm when overtaking, everyone will understand me; the second is a safe car, 8 airbags)) The glasses are twice as thick as those of other cars, check)), the cabin is very quiet, not a single creak and the like, NOTHING annoys me, as before in Mazda, for example. I want to destroy the myths right away - IT'S EXPENSIVE TO SERVE IT - it's 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 the 2011 Ford Focus 1 TO costs 8 thousand, well, the difference classes, I've changed the entire front chassis at the same Dmitry, 15 thousand cost the work, adequate, the myth is destroyed! In short, a business class car for the price of an average class!
Strengths:
- Comfortable
- Safe
- Quiet in the cabin
- Nimble
- Worthy
Weak sides:
Review of Volvo S60 2.4 (Volvo ES 60) 2005
Hello Volvo owners or anyone who wants to become a Volvo.
Purely my opinion. Please, no stupid answers.
Love for the Swedes woke up in 2005. I started with an 850 model on a 170 hp machine, traveled for two years, left only good emotions. Then v70 cross country 99 years old, transitional model. Damn, I'm worn out. 193 h.p. turbo, mileage was 220 thousand km. In a year, I clocked 20 thousand km and spent money: a cardan, a clutch, a dual-mass flywheel, a turbine, but I knew that I was taking a tired car, put it in order and sold it, spending 100 thousand on repairs for all the crap.
Strengths:
- Beautiful
- Fast
Weak sides:
Review of Volvo S60 2.4 (Volvo ES 60) 2007
I bought a car after Hyundai NF, with which, in fact, I can compare my Volvo.
The driver's seat, as many have said, is ergonomic, comfortable, etc., etc. It's just that everything is 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 of it. Excellent mirrors with spherical ends. Interior noise isolation is weaker than in my last Hyundai, but it does not cause discomfort.
The automatic transmission works with noticeable jerks, again worse than on the Hyundai NFe, and much worse than on the Hyundai Grandera, which I considered before buying a Volvo. I expected smoother and more discreet operation from the box.
Review of Volvo S60 2.4 (Volvo ES 60) 2006
I can't write much. But still I want to say about this car.
I had a lot of different cars. He started, like many others, at domestic auto industry, tried everything: the classics, and the fields, and front-wheel drive. I rode a Japanese, a German. But Volvo !!! Guys, of course this is my purely subjective opinion, but you will not find such a combination of price, quality and safety anywhere else!
Take the quality of the trim. I have black leather, wood trim, wooden steering wheel. At first I thought that everything would be covered in dust, my hands would slide along the tree. But! Nothing like this. It is enough to dust off once a week and everything is clean. The dashboard is also covered with leather and, moreover, leather, apparently, is not cheap, because the dust does not clog in it, but is quietly wiped off. To the steering wheel, In my opinion, I got used to it on the third day !!! Very high quality, comfortable, great in the hands. No questions about the cabin either. Excellent lateral support, 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 behind - take the S80.
Strengths:
- Security
Weak sides:
Recall 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 the car did not break anything! (ugh 3 times!). Passed 1TO, about 10 thousand rubles came out, about 22 thousand passed TO2, changed the front pads. THEN 2 cost~ 25 thousand rubles. Generally speaking, a little expensive. H O h T O there is nothing to be done - the officials ... say
Strengths:
- Good dynamics
- Sustainability
- Adaptability to winter conditions
- Unhealthy
Weak sides:
Review of Volvo S60 2.4 (Volvo ES 60) 2007
So it sold for 160,000 Pajero, leaving pleasant memories of reliability and unpleasant memories of service, mainly due to the cost of maintenance (see the review here).
A month of wandering around Mazda 6, Honda Accord, Citroen C5 and others like them passed unnoticed. Then the energy faded away and even thought: "The family still has a car, we will wait until it is easier with loans and there we will look at something better ..."
And then a friend calls and a mention of Volvo slipped through the conversation. The problem is that in Ukraine Volvo is not so popular and, accordingly, it is extremely difficult to find something worthy from a used one. However, as it turned out, miracles still happen - and now I am a Volvovod. The car got in excellent condition, with low mileage and with a bunch of puzzled looks and remarks from friends :)
Strengths:
- Decent quality
- Comfortableness
Weak sides:
- Not revealed yet
Review of Volvo S60 2.4 (Volvo ES 60) 2004 Part 2
Good day everyone!
Recently I had an unpleasant incident that threatened either with the earliest disposal of this car, or with repairs for about 75,000 re. I drove into the service to change the headlight brush motor (4500 re with work) and asked the chief master to listen to a strange knock that appears when you release the clutch pedal. In general, this sound appeared when swinging back and forth, even if you swing a car with a muffled engine. When I bought this car, this sound was barely perceptible, then I drove into the service, they said: "Well, the mechanic's box, it must somehow connect to work." But the sound has gotten bigger lately. In short, the master leaving the service box pokes his head out of the window and says: "Sell this car." It is a pity that there are no signs that convey the state of complete fucking. He says the flywheel is dying, and then it is better to change the entire clutch at once. And that's about 80,000.
I come home killed. I think for a day or two and come to the conclusion: I will not sell a car with such a defect. Better to suffer a pocket (recoverable) than conscience (unrecoverable). 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 28800 re, and used for 15000. There is also a replacement of 9000. I think, well, crap with it, I fit for 25000 re. And I went to see the clutch.
Strengths:
- You cannot buy so many advantages for this money. Even in the new version
Weak sides:
- Rear passengers who are tall (more than 1.85) are uncomfortable
Review of Volvo S60 2.4 (Volvo ES 60) 2007
Hello dear!
I want to tell you about my car Volvo S60 (170 hp). I don’t know what prompted me to make this choice in hot July 2007? !! I have never been a Volvovodom and certainly not a Volvovedom. After the sale of Opel Zafira 1.8, I set out to buy a station wagon. Watched Ford Focus (it was a long time to wait at that moment), etc., etc.
I happened to be behind the wheel of a Volvo S40 (a friend gave it to steer), on the same day I drove into the salon and made a test drive. The manager turned out to be the Manager, not the MENAGER, very intelligent, unobtrusive, benevolent. With him, I tried (fortunately, time allowed) the entire lineup. At that time, the choice fell on the Volvo S60 (there was simply not enough money for the V70) in "full stuffing" - 170 horses, automatic transmission, 17 disks. All this economy cost $ 38,500 with a discount (the discount at that time was $ 5,000) + rubber mats, a luggage mat, protection as a gift.
