Most of our car enthusiasts still believe that it must be German. And even those who are looking for one for themselves are still primarily focused on products from Germany. But there are still a lot of interesting options, which also look much more attractive in price. The second generation Volvo S80 is just one such option. The Swedish sedan still looks stylish, pleases with a spacious interior, a spacious trunk and a fairly large number of power units. But can a Swedish car compete with its German competitors in terms of reliability? Let's find out now.
Volvo S80 executive sedan
But with chrome parts, which lose their luster after 3-4 years, it’s more difficult. They are expensive to replace, so most owners simply don't do anything to them. Also, before purchasing, be sure to check the integrity of the washer reservoir. On many cars it is cracked. It is possible that the headlight washer hoses will also have to be changed along with it. They also tend to crack over time.
There are no complaints about the interior of the Swedish car. All the materials used in it are of very high quality, so you shouldn’t hear any squeaks from interior plastic. But spend a little more time checking the electronics. Start by checking the functionality of the heated seat and climate control systems. Due to a faulty temperature sensor located inside the car, the climate control system can supply only hot air to the cabin. It is possible that along with the sensor, the heater motor will also have to be changed, which after a run of 150 thousand kilometers begins to creak mercilessly. By the same mileage, many Volvo S80 owners will have to change the alternator clutch bearing.
Powerful 4.4 liter petrol engine
When choosing an engine, it is best to give preference to a 3.2-liter gasoline unit. It is considered the most reliable. And the chain used in this engine in the gas distribution mechanism will save you from unnecessary headaches. The more powerful 4.4 petrol engine also uses a chain in the gas distribution mechanism, but the design of this unit is much more complex, so you can only buy a car with it if you have firmly decided that you are not going to save on maintenance.
But most often in our market there are cars with a 2.5T gasoline engine. In this power unit, every 90 thousand kilometers you will have to change the belt in the gas distribution mechanism. Also be prepared for the fact that you will have to change the oil level sensor, and after a run of 150-170 thousand kilometers, the camshaft and crankshaft oil seals may require replacement, which by this time begin to become a little “snotty.”
Among other problems that are typical for engines installed on a Swedish sedan, one can note the failure of the ignition coils. And it is better not to delay replacing them, since operating a car with damaged coils will very soon lead to failure of the electronic engine control unit chip. You will have to buy a new module, but it is very expensive. Also, do not be lazy to periodically pay attention to the condition of the cooling system fan. After a run of 180 thousand kilometers it may fail.
The automatic gearbox, and most Volvo S80 II generation will be equipped with it, already after 50 thousand kilometers begins to buzz noticeably in first gear. But the manufacturer assures that this is not a malfunction, but a feature of the operation. And this seems to be true, since the “automatic machine” continues to work without any problems. And only after a run of 200 thousand kilometers does it begin to change gears with noticeable jerks. It is necessary to change the guide bushings in the solenoids. And if you’re unlucky, then clutches with a hydraulic module will also need to be replaced. And in this case, repairs will be really expensive. So before purchasing, especially if you have even the slightest suspicion, it is better to diagnose the automatic gearbox. And after buying a car, immediately change the automatic oil. This will increase its service life.
The second generation Volvo S80 suspension is quite reliable. Only after 100 thousand kilometers it... First you will have to change the front shock absorbers and support bearings. Then it will be the turn of silent blocks and ball ones. After a run of 150-170 thousand kilometers, wheel bearings will require replacement. And please note that some Volvo S80 II have a suspension with adjustable shock absorbers. Its “consumables” will be more expensive.
There shouldn't be any problems with the steering of a Swedish car. After 100 thousand kilometers on some cars, hoses in the hydraulic power steering begin to leak, but this problem has not become widespread. From time to time, Volvo S80 II owners complain about the steering rack. But it, if you compare its service life with that of competing cars, is quite reliable.
So should you be afraid of a second-generation Volvo S80 with mileage? Hardly. If we compare the level of reliability of the Swedish car with its competitors, which are the BMW 5 Series, Audi A6 and Mercedes Bens E, then the “Swede” looks even more preferable. But it is important to understand that maintenance and repair of a luxury car cannot be cheap by definition. So possible repairs in any case will require very serious costs. Are you ready for this? Then go ahead and find a decent car.
The Volvo was owned by Ford between 1999 and 2010. For this reason, the second generation S80 was created on the American EUCD platform, which was used by the Ford S-Max, Galaxy II and the fourth Mondeo (2007-2014). Thanks to unification, some components were borrowed from Ford (which means cheaper substitutes can be found widely available). The quality of the Swedish flagship did not suffer one bit from this. The S80 II is one of the best offerings in its class.
Volvo developed its own body, applied safety and corrosion protection solutions, and also used its top-end gasoline and diesel engines. An all-wheel drive system (permanent front with rear axle connection) was developed in-house, which was installed as standard in more powerful versions and as an option in weaker ones.
Ford shared front wishbones, as well as 4-cylinder diesel engines: the popular 2-liter and the modest 1.6-liter (at the very end of production). In fact, both units were developed by the French company PSA (Citroen, Peugeot) - the undisputed specialist in the field of diesel engineering.
The comfort of the front seats can be appreciated during long tours. The large central tunnel at the rear gets in the way of the middle passenger.
Almost all gasoline modifications enjoy an excellent reputation. The 5-cylinder 2.5T deserves special attention. It has adequate reliability.
We can safely recommend 5-cylinder turbodiesels with a volume of 2.4 liters. This is a time-tested Volvo design, in its parameters completely consistent with the character of the sedan. The motor loves long routes, and owners are unanimous that it consumes much less than expected. Typically from 6.5 to 9.0 liters.
If anyone is interested in reducing maintenance costs, they should look at the base 2-liter diesel. It is quite durable, cheap to repair and, most importantly, economical. Consumes an average of 6-8.5 liters of diesel fuel per 100 km. In terms of dynamics, compared to a 5-cylinder turbodiesel, the situation is of course worse, but there is enough power reserve for everyday needs.
The modest 1.6-liter diesel engine is also not burdensome to operate. But this offer is more likely for very leisurely drivers.
The key is inserted into the slot and the engine is started with a button.
Even the most reliable cars have weaknesses. Vulnerabilities are also present in the Volvo S80.
Yamaha's 4.4-liter V8 suffers from wear on the balance shaft bearings at high mileage. Repairs will be very expensive. The gas distribution mechanism of the 8-cylinder engine is driven by a system of three circuits. The main one - the longest - is located on the gearbox side.
The inline six-cylinder 3.2 Si6 labeled B6324 should be avoided. A fairly reliable timing chain is located on the gearbox side. A long block takes up a lot of space, which is why the designers had to move the air conditioning compressor to the side opposite the drive belt. To drive the compressor, a special toothed belt with a tensioner and guide rollers is used. The compressor may soon become noisy, which means sawdust appears. They affect the entire air conditioning system. In addition to replacing the compressor, you will also need complex flushing of the system. The compressor can be repaired, but it will last less than a new one (from 22,000 rubles).
Owners of 5-cylinder diesel engines must take special care of the drive belt of their attachments. If it is not changed regularly (every 50-60 thousand km), then it can break and get under the timing belt, destroying the engine. In addition, the swirl flap drive wears out and the compressed air cooler (intercooler) loses its tightness.
Diesel 1.6-liter units are prone to fuel leaks through “leaky” injector sealing washers.
It is worth mentioning fluid leaks from the steering mechanism. The manufacturer initiated a recall to correct the defect.
Occasional malfunctions occur in the operation of the intelligent power distribution system - the CEM unit.
The electric parking brake is another weak point of the S80.
Specimens equipped with gas cylinder equipment should be approached with caution. In general, engines run well on gas, but if the mileage with a gas installation has already exceeded 150,000 km, then it is likely that the cylinder head will soon require repair. The problem arises when owners neglect to periodically adjust the valve clearance.
The engines were combined with either a Volvo M66 6-speed manual transmission or a 6-speed automatic. The designation TF-80SC hides the Aisin AWF21 design. In 2014, it was replaced by an 8-speed automatic transmission TG-81SC.
Volvo has always had problems with automatic transmissions. In the previous generation, the automatic transmission of the flagship sedan could barely withstand 150,000 km. The situation is a little better in the S80 II.
An automatic transmission requires regular maintenance - oil changes every 60,000 km. Unfortunately, the filter cannot be updated - it is located in the housing and is replaced in case of repair. It cannot be avoided after 100-150 thousand km by those who neglected care. As a rule, the shaft support bushings wear out, which leads to shocks when switching. In addition, the mechatronics fails, and less often the torque converter. With regular oil changes, the gearbox can travel 300,000 km. Restoration will require at least 60,000 rubles.
With age, in all-wheel drive versions, the rear differential bearing can often begin to howl.
Despite the similar design, the rear suspension of the S80 differs from the Mondeo. She's quite resilient. As a rule, the silent blocks of the trailing arms are the first to go. In this case, the car becomes less stable when cornering.
Most spare parts are cheaper because they fit from Ford Mondeo. So, the original front wishbone costs 18,000 rubles, and the Ford analogue costs 9,000 rubles, the front shock absorber costs 7,600 and 6,800 rubles, respectively, the clutch kit costs 29,000 and 24,000 rubles. In popular online stores, components from other parts manufacturers are available for less money.
The cheapest copies can be purchased for 400-450 thousand rubles. For more recent copies you will have to pay almost 1,000,000 rubles. Gasoline modifications dominate among the offers. Most of the cars are imported from abroad. The recommended versions with a manual transmission can be counted on one hand.
The trunk has the correct shape and a capacity of 480 liters. The hinges don't eat up space, and the rear seatback can be folded down.
The stereotypical opinion about the high cost of servicing Volvo has led potential buyers to look at the S80 with caution. Unfair, because this is a fairly reliable model (by class standards), and operating costs are within reasonable limits. The strength of the sedan is its high level of comfort and safety.
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Version |
2.4 D5/D4 |
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Engine |
petrol turbo |
turbodies |
turbodies |
turbodies |
turbodies |
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Working volume |
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Cylinder/Valve Arrangement |
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Maximum power |
200 hp / 4800 |
315 hp / 5950 |
136 hp / 4000 |
163 hp / 4000 |
163 hp / 4000 |
205 hp / 4000 |
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Maximum torque |
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Dynamic characteristics |
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Maximum speed |
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Average fuel consumption |
9.3 l/100 km |
11.9 l/100 km |
5.7 l/100 km |
6.4 l/100 km |
6.4 l/100 km |
6.2 l/100 km |
Actually, I skated almost one and a half thousand, as promised - review. Under the cut there is a LOT of text and a dozen and a half photos. Welcome!
Thoughts about changing cars first came to me back in the winter. – a good car, I’ll say more – an ideal balance of cost and consumer properties (well, more precisely, it was - in 2007 and in 2010 - on the secondary market), but I wanted something more powerful, comfortable, with a lot of “goodies”, and most importantly - just something new, a change of scenery, so to speak. So what? I don’t have a wife with backbreakers, I don’t have any loans, I work... Why not...
Well, I began to torment the little girl with survey posts, sometimes face-to-face, sometimes in Africa)). Based on the results of these, by May I almost decided... to hell with it, I’ll go for another year, I won’t buy what I want for the available budget. But as always, everything was decided by chance - a close friend offered really good (and taking into account the body flaws - very good) money for the car, and with triple zeal I began to study Auto.ru and other resources.
What the hell should I buy? Mazda CX-7 or Honda CR-V? One “lost” my colleague 300 thousand (Mazda-Mazda, that’s right), the second one doesn’t drive and is sad inside. Teana II is a CVT, no ground clearance and a complete dick. Ford Mondeo IV? It was a shame...
I came to the Volvo S80-II almost by accident. More precisely, no, I always liked the Scandinavians (and simply admired them), I even considered the Saab 9-3 Sedan II (2007-) as an option, but frankly no quality and a controversial design (or rather outdated) interior cooled my love to the "aviators". But there was also a persistent association “Volvo = sell a kidney for maintenance and repairs.” Exactly until I started studying the community forum and spare parts catalogs.
And then SUDDENLY it turned out that the “owl” (as the S80 is called in the club) does not have so many problems, and there is only one “expensive” one (and for a car of this class it is relatively expensive); spare parts have a bunch of high-quality substitutes (one “trolley” with Mondeo makes itself felt), and the prices of unofficial services are not low, but quite reasonable. The low interest of car thieves has a positive effect on the cost of CASCO insurance. The “base engine” five-cylinder 2.5T, although old, is reasonably sufficient for a car of this size and weight (200 hp @ 300 Nm, for those who wish there is a BSR Stage 1 chip - 258 hp). And the image of the car is “correct”, it just suits me: I have already outgrown “traffic light” races and “daring driving”, but I like to drive quickly and comfortably. In general, the choice was made.
The device I eventually purchased was found after 2 weeks of searching (not to say particularly active) at the Volvo-Obukhov trade-in. Externally, I immediately liked the car - obviously well-kept, without any noticeable body jambs (the gaps are almost perfect and the paint on all the bolts of the wings and hood seems to be original), the light (sic!) leather interior, although a little worn, is quite a bit (but the steering wheel and selector I’ll paint/rebuild the automatic transmission), obviously we’ve never driven it before. Service book with maintenance marks (latest - April 2013), original title, there are really a lot of owners (3), but the history of the car seems transparent to me, but time will tell.
Instead of a discount, they did some work on the car - they completely replaced the ATF and replaced the front discs and pads. Not bad, considering the cost of original consumables and official service. Then the manager sat with me in the car for another hour and talked, most often repeating “there is a nuance here” and “like in a Mercedes.”
Well, enough of the background, let's move on to the review.
So we have:
Volvo S 80 II, 2007, 2008MY, mileage 70,000 km.
Engine 2.5T (B5254T6), 200 hp. @ 300 Nm of torque in the range of 1500-4500
Automatic transmission Aisin Warner TF-80SC 6 speed, tiptronic (no sport mode, Shamaich!)
Dimensions: 4851 by 1490 by 1460 mm, ground clearance 150 mm (minus protection).
In terms of goodies and options, as I understand it, I got a very “interesting” exhibit: this is a BASIC package, but with the most expensive Premium+ package at the time of purchase. That is, we have: a leather interior, bi-xenon (adaptive, but not rotary), an electric driver's seat with memory, dual-zone climate control, a top-of-the-line Dynaudio audio system for this model (12 speakers) with an MP3 CD changer, R18 wheels, a chrome package (without it the car looks completely different). another) and all sorts of little things like electrically folding rear headrests and mirrors, a self-dimming interior mirror, parking sensors and other things that simply must be in a car of this class. Personally, this is enough for me, I would only like seat ventilation, but alas.
Part I. Exterior.
First of all, gentlemen and a few ladies, let me remind you that the VOLVO S80 is a European car that was created to conquer the AMERICAN market. Therefore, the exterior and design of this car is a magnificent combination of European and American schools of auto design. Apparently this “combination of the incompatible” was what attracted me to the car.
Volvo is one of the few (and perhaps the only) automaker whose cars are not lost among modern “remnants” hung with frills of LEDs. Common features of my “owl” can be found with the previous generation, and with the legendary 7 and 8 series of the mid-90s, and the new generations of S60 and V40XC.
Now I'll start copy-pasting myself. As in the case of the “mammoth,” this car is alien to the affectation and feigned “grace” of most representatives of the Korean and Japanese (and German too) automobile industry. A massive, “heavy” front part with a strict rectangular radiator grille, a “mars shield” on it and the same rectangular headlights that practically do not “float” onto the wings, a “hump” on the hood, a minimum of stampings and roundings. Not a hint of sportiness, rather even some kind of denial of it (although the version with a 4.4 liter engine can give a light to many “pseudo-sports” sedans). Plus, the ground clearance of 150 mm is considerable for a sedan.
The profile of the car is also dominated by straight lines. The trunk line is terminated by rear lights, devoid of newfangled diodes. The chrome package, a nice little thing from the 08 model year, greatly “refreshes” the already middle-aged design.
Among the little things I would also like to mention is the lighting in the exterior mirrors – it illuminates the doors at night. I was quite surprised to find no door lighting in an E class car, and only then did I pay attention to its different implementation.
The trunk has a very decent volume (480 liters), but is still smaller than in the car (490 liters), and the opening could be wider (this is due to the massive lights that are not located on the trunk lid). But there is a hatch for long items.
I got R18 wheels (very beautiful IMHO) along with the car (as well as a winter set for R17 alloys). Beauty, an infection, requires sacrifice. Profile 40 and width 245 inform my... ass about ALL unevenness in the road surface, and it just throws me out of the ruts. The cost of repairing a hernia at a proper tire service would make you gnash your teeth, but Ashots cannot be trusted with such things. The plans are to sell this beauty to such and such a mother and buy a set of summer tires for the existing 17 rims.
The head optics in my “mid-level” version are adaptive Bi-xenon, but without turning low beam. Long-distance is implemented by “raising” the xenon headlight and turning on an additional lamp. In general, judging by the color, they are already asking for replacement. The price of D2R bulbs is not very good. So maybe I’ll look for the correct Korean (MTF) equivalent.
Part II. Interior.
Did you get inside?
More precisely, they sat down comfortably and lounged. The seats are something special. That perfect balance between sporty half-buckets and comfortable soft chairs. However, I have already met such people. Guess where?
In my configuration, the driver's seat is electrically adjustable in 5 positions + lateral support. The right seat is manual. Three-level heating for all 4 seats, unfortunately there is no ventilation.
I rate the condition of the leather of the seats and door cards at 4+, there are no obvious and noticeable defects (+ to fair mileage). With the steering wheel and automatic transmission knob, everything is not so rosy. I will alter or paint it. Or I’ll even look for an R steering wheel from disassembly.
A good combination of light beige interior and dark brown top of the dashboard. I would like to change the steering wheel rim and automatic transmission to this color. By the way, the finishing in these cars is often wood, which I hate. But I'm lucky - I have real aluminum.
I didn’t like the standard mats (neither rubber nor pile) - they cover little area of the carpet, the driver’s one does not cover the “step” for the left foot. But they have latches and don’t fall off.
Let's talk about our favorite "soft (s, tm) plastic (s, tm)." The plastic on the dashboard and the top of the doors is of high quality, but not very soft. At the same time, nothing rattles or rattles or creaks or croaks on bumps. Well, if you poke with your fingers, you can find squeaky places, but often do you specifically press with your finger, say, on the trim of the interior lamp? The doors are heavy and very thick, closing with a pleasant “boom”. Aluminum handles.
Dashboard, interior electronics, audio system.
The instrument cluster and the design of the multimedia system will seem “boring” to many, but I will call them collected and mature. No “wells” with a bunch of bright arrows - just two scales (speedometer and tachometer) inside of which are two graphic LCD displays (cosplay of you-know-what-car). The displays show fuel level, automatic transmission mode, outside temperature, cruise control modes and speed, and on-board computer messages.
In my opinion, engineers should provide for the possibility of displaying information from the audio system (track, station) and air conditioning system on them, because most of the time they only display the mileage hours and the fuel level in the tank.
The dashboard lighting is very beautifully implemented - the dials and screens themselves are illuminated, and from above the entire tidy is softly illuminated by individual LEDs.
The multimedia and climate system screens are two-color and, by today's standards, frankly simple. A nice feature is day/night modes - the screen changes colors: white background and dark letters and dark background and white letters. Switches screen modes automatically based on the level of light outside.
But what the hell with the screen - HOW it sounds! Top-end Dynaudio audio system - now I understand why people pay 70-100 thousand for premium music systems in cars. The sound is rich and deep, the settings are dark. A CD changer with MP3 reading (ID3 tags only in Latin) and AUX solved the problem with recording music - there is no need to create a link here. A phone is also connected to the system via Bluetooth. Unfortunately, he can’t read the phone book in Cyrillic.
The climate control system is two-zone, the rear vents are located on the central pillars. It cools very well, today the car was parked in the sun for 5 hours (42C on the thermometer) - when I was getting ready to drive, I started the car and turned on the climate control to 23C, after 10 minutes I sat down - the cabin is very comfortable.
For the most part, there are no complaints about ergonomics and operating comfort, but there are some little things that I would classify as disadvantages. For example, the headlight control unit. It is located on a separate panel to the left-bottom of the steering wheel - a “twist” for the main light, a wheel for the brightness of the interior lighting and two buttons for the fog lights (the trunk and gas filler flap opening were also shoved here). Firstly, there is no visual indication of the PTF status on the dashboard, only tiny lights on the buttons themselves. Secondly, the local light sensor does not work with the headlights, but only turns on the “night” mode for the dashboard and dashboard lighting. On the car, the light control was placed on the steering column switch.
There is also no visual indication of the coolant temperature. No, I understand that when a fur-bearing animal arrives, the flight computer will politely write to me about it, but still. Moreover, a weak cooling system is an eternal headache for Volvo manufacturers.
The “foot” parking brake pedal is raised too high, and it is removed with a nasty metallic click. The interior light control buttons are something special! Everywhere in the car the buttons are made of neat, high-quality plastic, with a pleasant, adjusted pressing force, and these three seem to have been removed from the Ladigrant...
Safety.
Well, this is a Volvo, what else can I say. We owe the appearance of three-point seat belts in production cars to this brand. This car is literally “imbued” with concern for driver safety. Thick metal, heavy doors, 8 SRS in the base, seats and headrests that break “in the mind,” and the rear headrests fold forward instead of backwards—do you know why? So that careless passengers immediately notice this inconvenience, raise the headrest and save their cervical vertebrae in the event of an accident. The IDIS traffic situation assessment system does not accept incoming calls and does not display messages on the display if it believes that the driver is driving too actively. The doors have three degrees of locking, and each side can be locked separately. The headlights are recessed deep into the body to save the unfortunate pedestrian.
The noise insulation seems to me (or rather, is heard) rather weak for the E class, although most likely this is due to the same hard low-profile Pirelli Pzero and R18 tires.
Driving qualities, dynamics, controllability.
In general, I only drove about 1,200 km, so I hardly had time to form an objective opinion about the driving qualities of this car, so in short: the dynamics are not hurricane, but very pleasant, as I wrote above - sufficient for a car of weight and class. The passport acceleration is 0-100 - 8 seconds, I have not checked the veracity. An LPT turbine (low pressure) is installed and it is priced more for fuel economy (since with a 2.5 liter 200 horses are easily removed without it) and the potential for chip tuning. There is no turbo lag as such, and no turbo boost either. We just accelerate smoothly and confidently, acceleration in the range of 80-160 km/h is especially pleasant. The 6-speed automatic Aisin is not an athlete, but it’s not very thoughtful either: the gears click quickly, but with very noticeable kicks when accelerating “tapkafpol” (that’s the sore). No sport mode! How can we drive here now, choke you!!!?? Eh, Shamaich?!
Consumption in the mixed cycle (a week for work, trips to the countryside, etc.) - 13-13.6 l.\100 km according to the computer. IMHO more than ok.
The timing belt drive, replacement schedule is 120,000 for Russia and 180 for Europe, on mine the belt has not been changed (only the drive belts of mounted units), I think it will be replaced in a month or two.
The engine has decent potential for chip tuning (BSR stage 1 - 258@390 nm, Volvo Polestar proprietary tuning - 250@400 nm), but I haven’t decided yet whether I need it.
The layout of the engine compartment is quite “free” and access to the necessary components is easy. However, there are “trademark jokes” of the Scandinavians here: to replace the headlight bulbs, you will have to remove it (by the way, headlights are stolen), to check the brake fluid level you have to remove the battery cover...
Most of all I was afraid of the “barge-like” taxiing - E class, after all, McPherson in front, independent multi-link in the rear. But no, the S80 moves and turns just as confidently and controllably as a Masha, roll is minimal. On R18 wheels you can really forget about smoothness. Electric power steering with adjustable variable force. The brakes work well, but are still less informative than in the same Mazda 6. A full set of electronic systems, including DTCS (local name ESP) is available.
I can’t say anything about the cost of ownership yet - I haven’t invested a single ruble into the car. But I asked one club service to “calculate” for me the cost of the upcoming maintenance (engine oil + oil, air, cabin filters, and timing belt with rollers) - about 18,000 rubles. with original consumables and parts. If you order the same original at the existential store it will cost a thousand and a half less. If you forget about the original and buy a high-quality substitute.... Conclusion - if you do not take into account the timing belt (which changes every 120 thousand), then the average cost of a simple maintenance is 7-10 thousand rubles with original or high-quality non-original consumables. The cost is quite comparable to “dealer” maintenance for Focuses/Astras/other price-classes.
General impression, plans for the future.
In the near future (in 4-5 thousand) I plan to undergo maintenance (although the last OD mark in the service book is only 1.5 thousand ago) with replacing the timing belt, cleaning the radiators with removal and possibly installing an additional automatic transmission radiator. By the way, I have not yet decided whether I will repair (radically, with replacing the hydraulic module) the automatic transmission problem. Or rather, I haven’t decided whether to do it preventively or when things get really bad, if at all. I'll make the final decision by winter.
I was pleased with the cost of CASCO - in RESO with a franchise of 15,000 and GAP it cost me 50,000 rubles.
And I really like the car, because it matches my driving style 146% and generally suits my spirit. Still, what they say is true - turbo Swedish sedans are bought by those who are no longer in a hurry.
The flagship Volvo S80 sedan is the first front-wheel drive sedan from the Swedish automaker in the E class, debuting in the spring of 1998. Eight years later, at the 2006 Geneva Motor Show, the second generation of the S80 model premiered, which continues to be successfully sold to this day.
The new Volvo S80 II (2015-2016) received an evolutionary design that set the general tone for the company’s current corporate identity. The body has become more streamlined, with a sporty slant - not a trace remains of the former conservatism. The smooth side line, correct proportions and stamping on the hood with a harmonious flow into the radiator grille have become new characteristic features of Volvo cars.
Despite its considerable dimensions (4,851 x 2,106 x 1,493 mm), the car does not look bulky. On the contrary, it is elegant and respectable, as befits a representative of the business class. By the way, at one time the sedan was awarded the International Autorevue Award as the most beautiful car. After restyling in 2013, the S80 received slightly modified bumpers and a retouched radiator grille.
The interior of the Volvo S80 II (2015-2016) is stylish and luxurious, fully corresponding to the status of the possible owner. Smooth lines, harmony in details, sophisticated finishing and a successful combination of plastic, leather, wood and metal give the interior a feeling of nobility and confidence. In general, the sedan is equally comfortable for both driver and passengers.
Previously, on the Russian market, the Volvo S80 was offered with three power units. The base engine was a 2.5-liter five-cylinder turbo engine with a capacity of 249 hp, and an alternative to it was a 304-horsepower 3.0-liter “six”. The latter is paired with an 8-speed automatic transmission and has an all-wheel drive system.
At the end of 2013, the car acquired the latest two-liter petrol engine of the Drive-E family with direct fuel injection and dual supercharging with a power of 245 hp. (350 Nm), coupled with an eight-speed automatic transmission. In similar versions, a sedan with such an engine turned out to cost 20,000 rubles. more expensive than 249 hp.
There are four trim levels for the Volvo S80: Kinetic, Momentum, Summum and Executive. Moreover, the base already includes four airbags + air curtains, WHIPS whiplash protection, ABS + EBA, DSTC dynamic stabilization and traction control system and electronic climate control.
Standard equipment also includes a Russian-language on-board computer, cruise control, heated front seats, an electronic parking brake, an anti-theft system with volume sensors, a Performance audio system with steering wheel controls and much more.
The buyer has a choice of 13 exterior colors, 16 interior options and 7 options for decorative trim elements. Prices for the Volvo S80 2017 start in Russia from 2,049,000 rubles for a car with a 2.0-liter Drive-E engine in the Momentum configuration. The diesel sedan performed by Summum is estimated at RUB 2,309,000.
So, in 2006, the Ford Mondeo, Land Rover Freelander II, Ford S-MAX and, of course, the new generation Volvo S80 built on it were presented. Later, the second generation Volvo S60 will also be converted to a new chassis, and Land Rover will launch the Evoque and Discovery Sport on it... In general, the basis of the second generation of Volvo’s flagship sedan has become very, very widespread, and co-platforms for the most part turned out to be very respectable and prestigious models .
What’s nice is that the Swedish company has not changed itself, and the most successful developments of previous models remain in the new one. The in-line “five” took its place under the hood, and later they were joined by the in-line “six”, which slightly increased its working volume. All-wheel drive also remains, because this option on Swedish cars turned out to be extremely popular. The not-so-successful series of automatic transmissions was replaced with the more progressive Aisin TF-80SC, and for those who lacked the power of a turbocharged inline-six, they offered... a V8, developed jointly with Yamaha.
Since 2008, smaller engines have also been installed under the hood - two-liter four-cylinder engines, but there was nothing Volvo about them - these were Ford/Mazda engines, which had long been installed on the younger S40/C30 models. Oddly enough, the popularity of the S80 turned out to be very moderate - in the company’s model line, the main demand was for XC crossovers, while the flagship sedan remained in the shadows.
Buyers did not appreciate the excellent handling and excellent comfort, nor the very high reliability. But the reason is quite obvious, because already in 2010 it became clear that the Swedish company would leave the orbit of the American giant and be sold to the Chinese, which means that investments in marketing have sharply decreased. The share of presence in the USA, which was one of the main markets along with Sweden, also decreased, and an excellent car remained undervalued.
And yet, it’s hard to call a rare Volvo S80. In Russia they were not bought as often as German business sedans, but the car always had its buyer. Many people found a relatively inexpensive and high-quality replacement in her person.
All the kind words that were said in relation to her are also true in relation to her heir. This machine is built to last with quality materials, neatly assembled and beautifully painted. Moreover, the manufacturability of the design is at a high level - fortunately, here the paths of the “German Big Three” and the “Swedish premium” diverged; there is no overcomplication or frankly mocking technical solutions in Volvo.
The climate system is completely new, but its characteristics are excellent, “northern”. The only downside is that the reliability of the drives and heater fan motor has decreased, but now these parts are interchangeable with inexpensive ones from Mondeo, and there are many analogues for any unit. By the way, the same goes for electronics, braking systems, steering and suspension. The problem of the entire P2 platform, when half of the spare parts exist only in the form of expensive originals, gradually began to recede. Otherwise, the interior is superior to its predecessor - better materials, better build quality, more options. There is the now famous “floating console”, an excellent multimedia system with navigation, and a very interesting combined instrument panel with large displays in the center of the speedometer and tachometer.
The most vulnerable parts to time and mileage are the steering wheel and automatic transmission knob. If the skin on them has peeled off, this is a sure sign that the car’s mileage is well over a hundred, or even two. The remaining components of time resist exemplarily - cars of the first releases often look no worse than new ones.
The car's electrical system remains reliable, except that the limited service life of the new-fangled generator overrunning clutches and weak door limit switches will join the list of standard breakdowns. The keyless entry system and the standard alarm system also malfunction quite often.
Everything else, if it breaks, breaks sporadically. The system has no glitches, and good hydro- and thermal insulation allows the wiring to operate under normal conditions without corrosion or other problems. In general, in this regard, this is practically an exemplary premium car that will not make you regret that you did not take something simpler.
By the way, on copies of the early years of production with a 3.2 engine, according to reviews from “old-timers,” there was a problem with antifreeze leaking directly onto the generator, but during the production process they made the necessary changes to the cooling system and made the tube above the generator more reliable.
Note the high cost of some components - such as optics, especially gas discharge and adaptive optics, wiring harnesses and a number of model-specific sensors. It is not recommended to wipe soft headlight covers with a dry cloth; they easily become cloudy even without outside help, and you cannot order glass for them separately.
Contrary to popular belief about some special weakness of Volvo suspensions, it causes almost no trouble. The front is still the same MacPherson, and the multi-link at the rear has become even a little simpler compared to. As usual, you should avoid various active suspensions and, oddly enough, electric handbrake. Components with these options can cause a lot of problems for the owner and are also very expensive. Of course, this will not surprise “Germans” who are accustomed to prices for service, but believe me, the numbers in the payment documents can be upsetting.
Analogs from Ford cars in catalogs are “unbreakable”, but a branded service or a good buyer can easily help the owner save very large sums, because the range of compatible components is very large. The resource of the main nodes is more than sufficient, even the “bones” are running for 50 thousand.
The steering rack turned out to be a little weak in cars with in-line “fours” and “fives” under the hood, but it can be easily replaced with an analogue from Ford. And the much rarer rack from cars equipped with “sixes” turned out, fortunately, to be stronger and more durable. The power steering pump does not have direct replacements, but is very reliable. If it fails due to a leak in the pipes, then it’s okay - look for a pump from older Volvo engines. Of course, you will lose a little controllability, and the old pumps are a little less reliable, but the car will drive properly.
The brakes work great. No complex fancy systems were installed on the S80, the service life of the discs and pads is quite reasonable, the discs themselves are compatible with a bunch of models and are widely available. Yes, even the ABS sensors and their wiring do not break down - that’s what a “well-made car” means. Only the electric handbrake drive fails: its components located under the bottom of the car can act up after just a couple of years of living in Moscow.
The S80's engines are fine. The modernized in-line “fives” from the previous S80 have remained true to themselves: they are extremely reliable, only the engine suspension and crankcase ventilation systems require attention, and if you change the timing belt in time and adjust the valve clearances, then it shows a very solid service life. The choice of “fives” is now limited only to the 2.5-liter turbocharged version, but in two power grades – 200 and 231 hp.
The weaker naturally aspirated versions were replaced with a much cheaper Ford 2.0 engine. This unit is familiar to all owners of Focuses, Mazdas and small Volvo S40s; it is quite durable, with a relatively reliable timing chain, but in terms of traction and quality it does not reach Volvo engines. The advantages are cheap spare parts and a very common design, and it is also very light and economical. Practice shows that the service life of chains is at least 120-180 thousand kilometers, which is very good by today’s standards, and the main problems with sensors and piston group usually arise at mileages of “over two hundred”.
The Volvo S80 has not yet encountered resource problems with this engine - it began to be installed relatively recently, but one can expect that after the first repairs there will also be negative reviews associated primarily with the design of the engine. It does not have timing marks, the fit of the pulleys and sprockets is keyless, and there are phase shifters. All this requires branded tool kits for routine maintenance, and any errors with the tightening torque and fastening of the timing belt are fatal for it. In general, for this engine, a strictly specialized service is recommended, or one that already has experience in serious work with Ford and Mazda engines and with competent personnel - the likelihood of errors in “multi-services” increases significantly.
Inline sixes are the pride of the S80. The naturally aspirated version of the engine has a volume of 3.2 liters and is considered one of the most successful engines in the model. An almost trouble-free engine with a very successful timing chain, a reliable power supply system and, moreover, extremely neatly fitted into the engine compartment, is a well-deserved favorite for a flagship sedan. In addition, its power is just like that of a Rolls-Royce: it is “sufficient” and at the same time surprisingly less than the “tax” 250 horsepower.
The engine is so successful that it is registered under the hood of the Land Rover Freelander, where it also enjoys the respect of the owners. The turbocharged three-liter engine has a power of 286 or 305 hp. The latter is noticeably more powerful and torquey, but its power is already somewhat excessive, because this is a business sedan, not a sports car.
For dessert there is a V8 of the B8444S series, which seems somewhat out of place in such a car, but everything falls into place if we remember that in Sweden they make limousines and armored versions based on the S80. In addition, the V8 is loved in the States, which was supposed to be the main market for the S80. The engine, developed jointly with Yamaha, appeared in 2005 under the hood of the Volvo XC90 crossover, and it turned out to be so successful that in 2010 it was used as the basis for the engine of the Noble M600 supercar, adding turbocharging and producing 650 hp. The naturally aspirated version is, of course, weaker, only 311 hp, but this is also slightly more than that of the turbocharged inline-six. The motor is poorly distributed and has a well-deserved reputation for being reliable, so little is known about breakdowns. Traditionally, they often criticize the supports, which can hardly cope with the considerable weight of the unit - they will need to be changed more often than on smaller displacement in-line engines. Plus, the cars of the first years of production had problems with rapid wear of the balancer shafts, but this defect was promptly corrected.
A common problem with all engines is a weak cooling system. A very dense arrangement of radiators and frequent fan failures can cause engine overheating with extremely unpleasant consequences.
It is recommended to check the cleanliness of the radiators, the ease of rotation of the fans and the condition of the fan rotation control system at each maintenance, and when purchasing an old car – pay attention to the presence of characteristic signs of overheating: leaks of coolant at the joints of the pipes, darkening of the expansion tank and traces of replacing the thermostat or restoring the system.
Junior diesel engines are represented by two Ford units of 1.6 and 2.0 volume, which are very common, but far from the most successful. They are not suitable for long runs, especially on such a heavy car. In addition, fuel equipment is “famous” for being troublesome and easy to fail. At 2.0, it is not uncommon to have “pouring” injectors, which most often leads to burnout of the piston. And since the piston group is supplied only as part of a shot block, the cost of repair work is usually high. In general, the reputation of these engines is very mediocre, but they are not that bad, they just look pale compared to the “fives” of Volvo’s design.
2.4 diesel engines are Volvo's flesh and blood. Time-tested engines from the S60 and S80 of previous generations with some modifications, they are still considered the most successful diesel engines: with a proven design, good fuel equipment and extremely maintainable. Unfortunately, diesel engines are more popular on the V70/XC, and on the sedan they are clearly undervalued, although everything has been done here to make the operation of a diesel engine convenient: good noise insulation, standard heaters in European trim levels, and the engine itself pulls better than most gasoline engines.
Just as traditionally, the mechanical part of transmissions does not cause any trouble. There are two series of manual transmissions, the original Volvo six-speed M66 and newer Ford units of the MMT6 and MTX75 series. Problems can only arise with Ford's six-speed transmission; the rest of the gearboxes are exemplary reliable. I can’t help but note that the flywheels are dual-mass and are expensive.
The rear axle drive clutch on all-wheel drive versions is also perfectly tuned, it lasts a long time, overheating rarely occurs, and even its electrical part is well protected. Gearboxes, shafts and CV joints are just as reliable. In general, damage here is possible only with very harsh use.
But the automatic transmissions, which are installed on almost all cars, are of the relatively successful Aisin TF-80SC series, but of the earliest releases, and besides, the efficiency of its standard cooling system is extremely insufficient. And therefore, there are still complaints about the operation of the transmission, although on average the reliability of the automatic transmission has greatly increased compared to the situation on.
When operating in traffic jams and frequently driving at high speeds on highways, especially when combined with D5 diesel engines, it is strongly recommended to use an external automatic transmission radiator. This will avoid overheating and associated twitching of the box and falling into emergency mode.
