All owner reviews about Volvo S80 II restyling. Volvo S80 II Premium Business Sedan Volvo S80 II Engine Trouble

Engines

The representative Volvo has a large line of various engines for every taste and color: both diesel and gasoline. In Russia, the most widespread are gasoline units: in-line "five" turbocharged 2.5 liters, atmospheric inline "six" 3.2 liters and V8 4.4 liters.

The most reliable and unpretentious is considered Gas engine 3.2 l. It uses a chain-type timing drive. Slightly behind in the gradation of reliability is the mighty 4.4L V8, available until October 2010. The engine was developed by Yamaha engineers. The motor has a timing chain drive. In general, the unit is reliable, provided that the oil is changed in a timely manner, otherwise problems arise with the balance shafts.

The most popular among the S80 is the equally reliable 5-cylinder unit with a 2.5T turbocharger. The engine has a belt-type timing drive with a recommended replacement interval of 120 thousand km for the first time and 90 thousand km for subsequent replacements. One of the malfunctions encountered here is the "glitch" of the oil level sensor: the inscription "low oil level" is displayed for no reason. The sensor itself performs two functions: measuring the oil level and its quality. The inscription could be extinguished either by pouring or by changing the oil. Later, Volvo issued a technical bulletin in which it ordered to change the oil. After changing the oil, the problem usually goes away. Whistling under the hood is another common problem. The reason is the failure of the crankcase ventilation oil separator membrane. The cost of a new oil separator is about 6-10 thousand rubles. But you can get off with repairs by replacing the membrane: about 1 thousand rubles. A sudden loss of engine thrust can be caused by a turbine blowing due to a failure of the turbine control valve. Oil seals of camshafts and crankshaft can "fill up" after 150-200 thousand km.

Volvo S80 (2010-2011)

Over time, the ignition coils fail: small cracks appear on the insulator body. The defective coil must be replaced (about 2-3 thousand rubles). Operating damaged coils may burn out the ECM driver chip. The cost of the new ECM module is about 60-80 thousand rubles.

There is also a "glitch" of the fuel level indicator: after refueling, it shows that the tank is empty. Everything goes away after turning off the ignition for a few seconds.

On the first copies, there were such malfunctions as failure of fuel pumps and difficult starting. The starting problem was resolved by changing the firmware of the control unit.

With significant mileage of more than 150-180 thousand km, there is a threat of engine overheating due to failure of the cooling system fan or road dirt contamination of the radiator. The cost of cleaning the radiator with removal is about 8-12 thousand rubles.

Transmission

The components of the all-wheel drive system on the AWD versions of the Volvo S80, as a rule, do not cause much trouble.

The six-speed automatic transmission TF-80C often howls in first gear after 30-50 thousand km. The appearance of the "trolleybus hum" is not a verdict, but just a feature of the "planetary" operation. The first problems, as a rule, appear after 150-200 thousand km: strong jerks are felt at the moment of switching. In most cases, everything will be dispensed with by replacing the guide bushings in the solenoids or the solenoids themselves. The cost of such a repair is about 40-60 thousand rubles. If the clutches are worn out or the hydronic module malfunctions, the cost of repairs will at least double - about 120-160 thousand rubles. Regular oil change significantly extends the life of the box - every 60 thousand km.

Volvo S80 (2006-2009)

Undercarriage

Suspension of Volvo S80 often requires attention after 100-140 thousand km. Gradually, the turn comes: front shock absorbers and rear shock absorbers (4-5 thousand rubles per rack), thrust bearings (2-3 thousand rubles), silent blocks of levers and ball. The cost of the new original lever is about 8-12 thousand rubles. But you can save money by repressing the silent blocks: about 1-2 thousand rubles apiece. A suspension with adjustable shock absorbers will cost more: the cost of such a shock absorber is about 16-25 thousand rubles. There are no analogs of adjustable racks, replacement is possible only with the original. Hub bearings serve more than 150-200 thousand km. In general, the suspension bulkhead will cost 70-80 thousand rubles.

After 100-150 thousand km, the power steering hoses or the amplifier reservoir sometimes begin to leak. Sometimes questions arise about the steering rack.

Other problems and malfunctions

The paint quality of the S80 body is good. Body iron firmly resists aggressive external environment: corrosion on chips does not appear soon. The chrome-plated elements of the external decor lose their appearance after 3-4 years. Often a cracked washer reservoir or headlight washer hoses are leaking. After 4-5 years of operation, door or trunk locks often fail: the culprit is the electric motor. Problems with the control of the window lifters or the indication of the open position of the doors are caused by the rubbing of the electric harness in the door-body opening. If the parking radar sensor fails, you will have to pay about 5-6 thousand rubles for a new one with painting.

Xenon lamps last more than 3-4 years. The cost of an original lamp is about 4 thousand rubles, a quality analogue is about 2-3 thousand rubles. Headlamp lenses can become cloudy after 3-4 years of operation. Some owners notice the appearance of small cracks in the lower part of the head optics glazing. Similar cases have occurred on cars from other manufacturers. The reason for this was the use of cheap, low-quality washer fluid, which has a detrimental effect on the glazing. The headlights themselves often fall prey to "car thugs". The method of theft is barbaric: in order to open the hood, the glass of the driver's door is broken, then the headlights are easily and quickly uninstalled.

Volvo S80 (2010-2011)

The salon is assembled soundly from high-quality materials: in any case, there are practically no squeaks.

Due to a malfunction of the seat heating module, climate control often starts to "glitch": it drives hot air from the driver's or passenger's side. The cost of the new module is about 3 thousand rubles. Climate "glitch" can also be triggered by a malfunction of the temperature sensor inside the passenger compartment. The stove motor starts to creak after 100-150 thousand km. Lubricating the motor does not help for long. There is only one way out of the situation - replacement. Dealers are ready to give a new motor for 20-30 thousand rubles, and they will ask for another 8-12 thousand rubles for the work. The original motor in the online store is cheaper - about 18-20 thousand rubles, the analog is even more affordable - 6-9 thousand rubles. For work on replacement in an unofficial service, they will ask for about 4 thousand rubles.

Some had to face the need to replace the air conditioner evaporator after 150-200 thousand km. The cost of the original evaporator is about 20-25 thousand rubles, the analogue - about 15 thousand rubles, and the replacement work - about 3 thousand rubles more.

Volvo S80 (2006-2009)

With a mileage of more than 100-150 thousand km, the bearings of the air conditioning compressor clutch often begin to howl. For the "treatment" of the clutch, you will have to pay about 10 thousand rubles. At the same time, the same "story" can happen with a generator clutch bearing. On the S80 with a 3.2L engine, the coolant pipe runs over the generator. With a run of more than 100 thousand km, the tube often began to leak, and the generator was flooded with antifreeze, which inevitably "killed" it. Later, Volvo services carried out an action to replace unreliable pipes.

At times, Volvo S80 owners have had to deal with a funny situation. On the board of the on-board computer, the inscription was highlighted: "Critical level of coolant." When checking, it turned out that there is a sufficient amount of antifreeze in the tank. And only an accident clarified the situation when one of the drivers refilled the washer fluid into the washer reservoir, and the inscription disappeared. Later, the guess was confirmed by the workers of Volvo-services: a mistake was made during the translation of the inscriptions (translation difficulties).

"Glitches" of electricians are not frequent, but sometimes they slip through: this is a standard alarm, SRS errors and keyless entry systems.

Conclusion

In all respects, the Volvo S80, in comparison with its predecessor, has become significantly more reliable. The situation is not bad against the background of competitors. Perhaps the only really weak point is the suspension: putting it in order will not be cheap.

Volvo was owned by Ford between 1999 and 2010. For this reason, the second generation S80 was built on the American EUCD platform, which was used by the Ford S-Max, Galaxy II and the fourth Mondeo (2007-2014). Thanks to the unification, some of the components were borrowed from Ford (which means that cheaper substitutes can be found in the public domain). The quality of the Swedish flagship did not suffer from this. The S80 II is one of the best in its class.

Model history

• 2006 - premiere.
• 2009 - facelift (a new radiator grille with an enlarged logo), the power of the top-end D5 diesel engine was increased to 205 hp, and the 1.6 D was added to the line of power units.
• 2011 - new headlights, different design of direction indicators, changed dashboard.
• 2016 - generational change (Volvo S90).

What is Volvo and what is Ford?

Volvo designed its own body, applied safety and corrosion protection solutions, and used its top-end gasoline and diesel engines... Self-developed and all-wheel drive system (permanent front with rear axle connection), which was installed as standard in more powerful versions and, as an option, in weaker ones.

Ford shared the front levers as well as 4-cylinder diesels: the popular 2-liter and the humble 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 engine building.

The comfort of the front seats can be appreciated on long tours. A large center tunnel at the rear obstructs the middle passenger.

Best Versions

Almost all petrol modifications enjoy an excellent reputation. The 5-cylinder 2.5T is worthy of special attention. It has adequate reliability.

We can safely recommend 2.4-liter 5-cylinder turbodiesels. This is Volvo's time-honored design, and its parameters are fully consistent with the character of the sedan. The motor loves long routes, and the owners are unanimous that it consumes much less than expected. Typically 6.5 to 9.0 liters.

Versions for economical

If anyone is interested in lowering maintenance costs, then they should look at the base 2-liter diesel. It is quite hardy, cheap to repair and, most importantly, economical. It consumes on average 6-8.5 liters of diesel fuel per 100 km of track. In terms of dynamics, in comparison with a 5-cylinder turbodiesel, the situation is certainly worse, but there is enough power reserve for everyday needs.

The modest 1.6-liter diesel engine is not burdensome in operation either. 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.

be careful

Even the most reliable cars have weaknesses. Vulnerabilities are also present in the Volvo S80.

The 4.4-liter V8 developed by Yamaha at high mileage suffers from wear on the balance shaft bearings. The renovation would 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 side of the gearbox.

The 3.2 Si6 inline-six with the B6324 designation should be avoided. A fairly reliable timing chain is located on the gearbox side. The long block takes up a lot of space, which is why the designers had to move the air conditioning compressor to the side opposite to the drive belt. A special toothed belt with a tensioner and guide rollers is used to drive the compressor. The compressor may soon be making noise, which means sawdust appears. They affect the entire air conditioning system. In addition to replacing the compressor, complex flushing of the system will also be required. 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 attachment drive belt. If it is not changed regularly (every 50-60 thousand km), then it can break off and fall 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 the leaks of fluid from the steering gear. The manufacturer organized a recall to correct the defect.

There are occasional malfunctions in the intelligent power distribution system - the CEM unit.

The electric parking brake is another weak point of the S80.

HBO

Instances equipped with LPG equipment should be approached with caution. In general, the engines work well on gas, but if the mileage with a gas installation has already exceeded 150,000 km, then it is likely that the head of the block will soon require repair. The problem arises when owners neglect to periodically adjust valve clearance.

Transmission

The engines were combined with either a Volvo M66 6-speed manual gearbox or a 6-speed automatic. The designation TF-80SC stands for the Aisin AWF21 design. In 2014, it was replaced by an 8-band automatic transmission TG-81SC.

Volvo has always had automatic transmission problems. In the previous generation, the flagship sedan's automatic machine barely withstood 150,000 km. In the S80 II, the situation is slightly better.

The automatic transmission requires regular maintenance - oil changes every 60,000 km. The filter, unfortunately, cannot be updated - it is located in the housing and changes in case of repair. It cannot be avoided after 100-150 thousand km for those who neglected to care. Typically, the shaft support bushings will wear, resulting in shock during shifting. In addition, the mechatronic fails, less often the torque converter. With a regular oil change, the box is capable of driving 300,000 km. Recovery will require at least 60,000 rubles.

With age, in all-wheel drive modifications, the rear differential bearing often begins to howl.

Undercarriage

Despite a similar layout, the S80's rear suspension differs from the Mondeo. She is hardy enough. The first, as a rule, are the silent blocks of the trailing arms. In this case, the car becomes less stable when cornering.

Spare parts and repair

Most of the spare parts are cheaper as they come 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 manufacturers of spare parts are available for less money.

Market situation

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 proposals. Most of the machines are imported from abroad. 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 do not eat up space, and the rear seat backrest can be folded down.

Conclusion

The stereotypical notion that Volvo is expensive to maintain has led potential buyers to look with apprehension at the S80. It is unfair because it is a fairly reliable model (by the standards of the class), and the operating costs are within reasonable limits. The sedan's strong point is its high level of comfort and safety.

Specifications Volvo S80 II (2006-2016)

So, in 2006, the Ford Mondeo, Land Rover Freelander II, Ford S-MAX and, of course, the new generation Volvo S80 were presented. Later, the second generation Volvo S60 will also be remade for a new chassis, and Land Rover will also have Evoque and Discovery Sport on it ... In general, the basis of the second generation of Volvo's flagship sedan has become very, very common, and the soplatform vehicles for the most part turned out to be very solid and prestigious models ...

What is nice, the Swedish company has not changed itself, and the most successful developments of the previous models remained in the new one. The inline “fives” took their place under the hood, later they were joined by the inline “six”, which added a little to the working volume. All-wheel drive remained, because this option was in great demand on Swedish cars. The not quite 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 been registered under the hood - four-cylinder engines with a volume of two liters, but there was nothing Volvo in 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, and the flagship sedan remained in the shadows.

Buyers did not appreciate the excellent handling and 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 investment in marketing has dropped sharply. The share of its presence in the United States, which was one of the main markets along with Sweden, also decreased, and an excellent car remained underestimated.

And yet, a rare Volvo S80 cannot be called the language. In Russia, they were not bought as often as German business sedans, but the car always had its own buyer. Many in her face have found a relatively inexpensive and high-quality replacement.

Body, interior and electrical

All the kind words that were said in relation to her are true and in relation to her heir. This car is made to last from quality materials, neatly assembled and perfectly painted. Moreover, the manufacturability of the design is at a high level - fortunately, the paths of the “Big German Three” and the “Swedish premium” have diverged here, there is no overcomplication and frankly mocking technical solutions in Volvo.

The climate system is absolutely new, but its characteristics are excellent, "northern". Of the minuses, perhaps the decreased reliability of the operation of the drives and the heater fan motor, 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, brakes, steering and suspensions. The trouble with the entire P2 platform, when half of the spare parts exist only in the form of an expensive original, gradually began to recede. The rest of the interior is superior to its predecessor - better materials, better build quality, more options. There is the now famous "floating console", and 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 for time and mileage are the steering wheel and automatic transmission handle. If the skin on them is peeled off, this is a sure sign that the car's mileage is well over a hundred, or even two. The rest of the time components resist exemplarily - the cars of the first releases often look no worse than new ones.

The electrical system of the car remained reliable, except that the limited resource of the newfangled overrunning alternator clutches and weak door limit switches will add to the list of standard breakdowns. Still quite often the keyless entry system and the standard "signaling" fail.

Everything else, if it breaks down, is episodic. The system has no "glitches", and good hydro and thermal insulation allows the wiring to work in normal conditions without the appearance of corrosion and other problems. In general, in this regard, this is almost an exemplary premium car, which 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 the "old-timers", there was a problem with the leakage of antifreeze directly to the generator, but in the process of release they made the necessary changes to the cooling system and made the tube above the generator more reliable.

Pay attention to the high cost of some components - for example, optics, especially gas discharge and adaptive optics, wiring harnesses and a number of model-specific sensors. It is not recommended to wipe the soft headlight caps with a dry cloth, they easily become cloudy even without assistance, and you cannot order glass separately for them.

Suspensions, steering and brakes

Contrary to popular belief about some particular weakness of the Volvo pendants, it almost does not cause trouble. The front is still the same "MacPherson", and the multi-link at the back has become even a little easier compared to. As usual, you should avoid various active suspensions and, oddly enough, the parking brake electric drive. Components with these options can cause a lot of problems for the owner and are also very expensive. Of course, the "Germans" who are accustomed to the prices for the service staff are not surprised by this, but, believe me, the numbers in the documents for payment can be upset.

Analogs from Ford cars in catalogs “do not beat”, but a branded service or a good purchaser can easily help the owner save very large sums, because the set of compatible components is very large. The resource of the main nodes is more than sufficient, here even the "bones" go all 50 thousand.

The steering rack turned out to be a bit weak for cars with in-line "fours" and "fives" under the hood, but it is perfectly replaced by an analogue from Ford. And a much rarer rail from cars equipped with "sixes" turned out, fortunately, to be stronger and more resourceful. The power steering pump does not have direct replacements, but it is very reliable. If it fails due to a leak in the tubes, then it's okay - look for a pump from older Volvo motors. Of course, you will lose a little in controllability, and the old pumps are a little less reliable, but the car will run properly.

The brakes work great. No complex fancy systems were installed on the S80, the resource of discs and pads is quite reasonable, the discs themselves are compatible with a bunch of models and are widely available. Yes, even here the ABS sensors and their wiring do not break - that's what "well-made car" means. Only the electric drive of the "parking brake" fails: its components located under the bottom of the car can junk after a couple of years of living in Moscow.

Motors

The S80's engines are doing well. The modernized in-line "fives" from the previous S80 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 and adjust the valve clearances in time, it demonstrates a very solid resource. The choice of "fives" is now limited only to the 2.5-liter turbocharged version, but in two power levels - 200 and 231 hp.

The weaker naturally aspirated versions were replaced with a much cheaper 2.0 Ford engine. This unit is familiar to all owners of Focuses, Mazdas and small Volvo S40s, it is quite resourceful, with a relatively reliable chain in the timing drive, but in terms of traction and quality it does not reach the Volvo motors. The advantages are cheap parts and a very common design, besides, it is very lightweight and economical. Practice shows that the resource of the chains is at least 120-180 thousand kilometers, which is very good by today's standards, and the main problems with the sensors and the piston group usually arise with runs "over two hundred".

Resource problems of this engine have not yet been encountered on the Volvo S80 - they began to install it relatively recently, but one can expect that after the first repairs, negative reviews will appear, primarily related to the design of the motor. It has no timing marks, the fit of the pulleys and stars is keyless, and there are phase shifters. All this requires proprietary tool kits for routine maintenance, and any errors with the tightening torque and timing fasteners are fatal for him. In general, a strictly specialized service is recommended for this engine, or one who already has experience in serious work with Ford and Mazda engines and with competent personnel - the likelihood of errors in "multiservice" increases significantly.

Inline sixes are the pride of the S80. The atmospheric version of the engine has a volume of 3.2 liters and is considered one of the most successful engines of the model. A practically trouble-free engine with a very successful timing chain, with a reliable power system and, moreover, extremely neatly fitted into the engine compartment, is a well-deserved favorite for the 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 forces.

The engine is so successful that it was registered under the hood of the Land Rover Freelander, where it is also respected by the owners. The turbocharged three-liter engine has 286 or 305 hp. The latter is noticeably more powerful and more high-torque, but its power is already somewhat redundant, because this is a business sedan, not a sports car.

For sweetness, there is a V8 of the B8444S series, which seems somewhat out of place in such a car, but everything falls into place if you remember that limousines and armored versions are made on the basis of the S80 in Sweden. Plus, the V8 is loved in the States, which was supposed to be the main market for the S80. The engine developed in collaboration with Yamaha appeared in 2005 under the hood of the Volvo XC90 crossover, and it was so successful that in 2010 it was used as a base for the Noble M600 supercar engine, adding turbocharging and receiving 650 hp. The atmospheric version, of course, is 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, supports are often criticized, which can hardly cope with the considerable weight of the unit - they will need to be changed more often than on less-displacement in-line motors. Plus, the cars of the first years of production had problems with the rapid wear of the balance shafts, but this defect was promptly corrected.

A common problem with all motors is a poor cooling system. A very tight 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 state of the control system for their rotation at each MOT, and when buying an old car – pay attention to the presence of characteristic signs of overheating: coolant leaks at the pipe joints, darkening of the expansion tank and traces of thermostat replacement or system recovery.

Younger diesel engines are represented by two Ford units with a volume of 1.6 and 2.0, very common, but far from the most successful. They are not suitable for long runs, especially on such a heavy machine. In addition, the fuel equipment is "famous" for its troublesome and easy breakdown. At 2.0, “pouring” nozzles are not uncommon, which most often leads to burnout of the piston. And since the piston group is supplied here only as part of a shot-block, the cost of repair work is usually high. In general, the reputation of these motors is very mediocre, but they are not so bad, they just look pale against the background of the "fives" of the Volvo design.

Diesel 2.4 engines are the flesh of a Volvo. Time-tested engines with 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 underestimated, although everything has been done to make the operation of the diesel convenient: good noise insulation, standard heaters in European trim levels, and the engine itself pulls better than most gasoline engines.

Transmissions

Equally traditionally, the mechanical part of transmissions is not a hassle. There are two series of manual gearboxes, native Volvo M66 six-speed gearboxes and newer Ford units of the MMT6 and MTX75 series. Problems can arise only with the "six-speed" Ford, the rest of the boxes are exemplary reliable. I can not help but note that the flywheels are dual-mass and expensive.

The rear axle drive clutch on all-wheel drive versions is also perfectly tuned, it serves for a long time, overheating is rare, and even its electrical part is well protected. Equally reliable are gearboxes, shafts and constant velocity joints. In general, damage here is possible only with very tough use.

But the automatic transmissions, which are installed on almost all cars, here are of the relatively successful Aisin TF-80SC series, but 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 relative to the situation on.

When operating in traffic jams and frequent movement at high speeds on highways, especially in the case of a combination 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 dumping into emergency mode.

Sobsno, skated almost fifteen hundred, as promised - a review. There is a LOT of text and a dozen photos under the cut. Welcome!

Thoughts about changing cars first visited me in winter. - a good car, I will say more - an ideal balance of cost and consumer properties (well, more precisely, it was - in 2007 and in 2010 - on the secondary), but I wanted something more powerful, comfortable, with a lot of "goodies", and most importantly - just new, a change of scenery, so to speak. So what? There is no wife with spinogs, loans do not hang on me, I work ... Why not ...

Well, I began to torment the kadabrochka with poll posts, sometimes face-to-face, sometimes in afra)). Based on the results of these, by May I almost decided ... to hell with him, I'll go for another year, not to buy what I want for the available budget. But as always, the case decided everything - a close friend offered really good money for the car (and taking into account the body defects - very good) money, and with tripled zeal I began to study Automotive News and other resources.

What a pancake to buy? Mazda CX-7 or Honda CR-V? One "lost" my colleague by 300 thousand (Mazda-Mazda, well, kaaak so), the second - does not go and is sad inside. Teana II is a variator, no ground clearance and quite a member. Ford Mondeo IV? Awl for soap ...

I came to Volvo S80-II almost by accident. More precisely, no, I always liked the Scandinavians (and I just admired it), I even considered the Saab 9-3 Sedan II (2007-) as an option, but frankly no quality and controversial design (or rather morally outdated) interior cooled my love to the "aviators". But there was also a strong association "Volvo = sell a kidney for maintenance and repairs". Exactly until I began to study the community forum and spare parts catalogs.

And then SUDDENLY it turned out that the "owl" (as the S80 is called in the club) has not so many sores, and there is only one "expensive" (and conditionally expensive for a car of this class), spare parts have a bunch of quality substitutes (one "cart" with Mondeo makes itself felt), and the prices of unofficial services are not to say low, but quite reasonable. The low interest of the hijackers has a positive effect on the cost of hull insurance. The "base engine" is a five-cylinder 2.5T, though old, but 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: "traffic light" races and "daring driving" I have already outgrown, but I like to drive quickly and comfortably. In general, the choice was made.

The device, acquired as a result, was found after 2 weeks of searching (not to say that it is especially active) in the trade-in "Volvo-Obukhov". Outwardly, I liked the car right away - obviously well-groomed, 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 native), the light (sic!) Leather interior, although slightly worn, is quite a bit (but the steering wheel and the selector I will paint / alter the automatic transmission), obviously they never went to the dock. Service book with maintenance marks (last - April 2013), original title, really a bunch of owners (3), but the history of the car seems transparent to me, and then 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 the 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" and "like in a Mercedes."

Well, enough of the background, let's go directly to the review.

So, we have:
Volvo S 80 II, MY 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 steps, tiptronic (no sport mode, Shamaich!)
Dimensions: 4851 by 1490 by 1460 mm, ground clearance 150mm (minus protection).

As for the buns and options, as I understand it, I got a very "interesting" exhibit: this is a BASIC set, but with the most expensive Premium + package at the time of purchase. That is, we have: leather interior, bi-xenon (adaptive, but not swivel), driver's electric seat with memory, dual-zone climate, top-end Dynaudio audio system for this model (12 speakers) with MP3 CD changer, R18 discs, chrome package (without it, the car looks completely to another) and all sorts of little things like electrically folding rear head restraints and mirrors, auto-dimming salon mirrors, 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 the ventilation of the seats, but alas.

Part I. Exterior.

First of all, gentlemen and a few ladies, let me remind you that VOLVO S80 is a European car, which was created to conquer the AMERICAN market. Therefore, the exterior and design of this car is a great combination of European and American schools of auto design. Apparently this "combination of incomprehensible" machine and attracted me.

Volvo is one of the few (and maybe the only) automaker whose cars are not lost among the modern remnants, hung with ruffles 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 will start copying and pasting myself. As in the case of the "mammoth", this car is alien to the cutesy and feigned "grace" of the majority of representatives of the Korean and Japanese (and German already too) car industry. A massive, "heavy" front end with a strict rectangular radiator grille, a "marsh shield" on it and the same rectangular headlights that practically do not "flood" on the fenders, a "hump" on the hood, a minimum of stamping and rounding. Not a hint of sportiness, rather even a certain negation of it (although the version with a 4.4l engine can give a light to many "pseudo-sport" sedans). Plus, a rather big clearance for a sedan of 150 mm.

Straight lines also prevail in the profile of the machine. The trunk line is cut off by taillights, devoid of newfangled diodes. Chrome package, a nice little thing 08 model year strongly "refreshes" the already middle-aged design.

Of the "ryushechek" I will also note the illumination in the external mirrors - it illuminates the doors at night. I was quite surprised not to find the door illumination in the E class car, and only then I drew attention to its other implementation.
The trunk of a very decent volume (480 liters), but still less than in the car (490 liters), and the opening could be wider (the massive lights, which are not carried out on the trunk lid, affect). But there is a hatch for the length.

Wheels R18 (very beautiful IMHO) I got with the car (as well as the winter kit for casting R17). Beauty, contagion, requires sacrifice. Profile 40 and width 245 inform my ... ass about ALL the irregularities of the road surface, and just throws out of the rut nafig. The cost of repairing a hernia in the right shinservice made you gnash your teeth, but you can't trust the Ashot with such things. There are plans to sell this beauty to such and such a mother and buy a set of summer tires for the existing 17 discs.

The head optics in my "mid-range" version is adaptive Bi-xenon, but without the turning low beam. The far one is realized 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 pleasant. So I might look for the correct Korean (MTF) counterpart.

Part II. Interior.

Climbed inside?
More precisely, they sat down comfortably and fell apart. Seats are something. That perfect balance between sporty "half buckets" and comfortable soft chairs. However, I have already met such. Guess where?

In my configuration, the driver's seat is electrically adjustable in 5 positions + lateral support. The right seat is mechanical. All 4 places have three-level heating, 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 an honest run). With the steering wheel and the automatic transmission knob, everything is not so rosy. I will alter or paint. Or even look for an R steering wheel from disassembly.

A successful combination of light beige interior and dark brown dashboard top. In this color, I would like to alter the steering wheel rim and automatic transmission. By the way, finishing in these machines is often under the wood I hate. But I'm lucky - I have real aluminum.

I didn’t like the regular rugs (neither rubber nor nap) - they cover a little area of ​​the carpet, the driver’s one does not cover the “step” for the left leg. But they have latches and do not fly off.

Let's talk about our favorite "soft (s, tm) plastic (s, tm)". The plastic on the dashboard and the upper part of the doors is of high quality, but not very soft. At the same time, nothing rattles on the bumps, no rattles, no squeaks and no croaks. Well, if you poke your fingers, then you can find creaky places, but often you deliberately press with your finger, say, on the edging of the salon lamp? The doors are heavy and very thick, they close 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 grown-up. No "wells" with a bunch of bright arrows - only two scales (speedometer and tachometer), inside of which there are two graphic LCD displays (cosplay you-know-from-what-car). The displays show the fuel level, automatic transmission mode, outboard temperature, cruise control modes and speed, messages of the onboard computer.

In my opinion, engineers should provide for the possibility of outputting information to them from an audio system (track, station) and an air conditioner, because most of the time they display only the hours of mileage and the level of fuel in the tank.
The dashboard illumination is very beautifully implemented - the scales themselves, the screens are highlighted, and from above the entire tidy is softly illuminated by individual LEDs.

The multimedia and climate system screen is two-color and is frankly simple by today's standards. A nice feature - day / night modes - the screen changes colors: white background and dark letters and dark background and white letters. The screen switches modes automatically based on the ambient light level.

But figs would be with him with a screen - HOW does it sound! Top Dynaudio audio system - now I understand why people pay 70-100 thousand for premium music systems in their cars. The sound is rich and deep, the settings are dark. CD changer with MP3 reading (ID3 tags only in Latin alphabet) and AUX solved the problem with music recording - there is no need to collective farm link here. A phone is also connected to the system via Bluetooth. Unfortunately, he cannot read the phone book in Cyrillic.

The air conditioning system is two-zone, the rear deflectors are placed on the central pillars. It cools very well, today the car stood for 5 hours in the sun (on a thermometer 42C) - when he was about to go, he started the car and turned on the climate at 23C, after 10 minutes he sat down - the cabin is very comfortable.

For the most part, there are no complaints about ergonomics and comfort of control, but there are some little things that I would attribute to the disadvantages. For example, the headlight control unit. It is placed on a separate panel to the left-bottom of the steering wheel - a "twist" of the main light, a wheel for the brightness of the interior lighting and two buttons for fog lights (the opening of the trunk and the gas tank flap were also pushed here). Firstly, there is no visual indication of the state of the PTF on the tidy, only tiny bulbs on the buttons themselves. Secondly, the local light sensor is not friendly with the headlights, but only turns on the "night" mode of illumination of the dashboard and dashboard. On the typewriter, the light control was placed on the steering column switch.

There is also no visual indication of the temperature of the cooling liquid. No, I understand that when the furry animal arrives, the board computer will politely write to me about it, but still. Moreover, the weaker cooling system is the eternal smut of volvovodov.

The foot brake pedal is raised too high, and it comes off with a nasty metallic click. The interior light control buttons are something with something! Everywhere in the car buttons are made of neat high-quality plastic, with a pleasant, verified pressing force, and these three seem to have been removed from the grants ...

Security.

Well, this is Volvo, what else can I say. We owe this brand to the appearance of three-point seat belts in serial cars. With concern for the safety of the driver, this car is right ... "impregnated". Thick metal, heavy doors, 8 SRS in the base, seats and head restraints that break "in the mind", and the rear head restraints do not fold back, but forward - you know why? In order for careless passengers to immediately notice this inconvenience, they raised the headrest and saved their cervical vertebrae in the event of an accident. The traffic assessment system IDIS does not accept incoming calls and does not display messages if it considers that the driver is driving too actively. The doors have as many as three degrees of locking, and each side can be locked separately. The headlights are recessed into the hull - to save a loser pedestrian.

Soundproofing seems to me (or rather, heard) rather weak for the E class, although most likely the fault is the same hard low-profile tires Pirelli Pzero and R18.

Driver qualities, dynamics, controllability.

In general, I drove only about 1,200 km, so I hardly managed 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 already wrote above, this weight and class are sufficient for a car. Passport acceleration 0-100 - 8 seconds, the veracity was not checked. An LPT turbine (low pressure) is installed and it is more likely to save fuel (because with 2.5 liters, 200 horses are removed into the lung without it) and the potential for chip tuning. There is no turbo lugs as such, and there is no turbo pickup either. We just accelerate smoothly and confidently, acceleration in the range of 80-160 km / h is especially pleasant. 6-speed automatic machine Aisin is not an athlete, but also not very thoughtful: the gear clicks quickly, but with very noticeable kicks when accelerating, "Tapkafpol" (here it is, that very sore). No sports mode! How now to ride here, choke !!! ?? And, Shamaich ?!

Consumption in the combined cycle (a week for work, dacha-ashany exits, etc.) - 13-13.6 l. \ 100 km by computer. IMHO more than normal.

The timing belt drive, the replacement schedule is 120,000 for Russia and 180 for Europe, it has not changed on my belt (only the drive belts of the ancillary units), I think it will be replaced in a month or two.

The engine has decent potential for chip tuning (BSR stage 1 - [email protected] nm, Volvo Polestar branded tuning - [email protected] nm), but I haven’t decided whether I need it yet.

The arrangement of the engine compartment is quite “free” access to the necessary nodes is easy. However, Scandinavians have “branded jokes” here too: to replace the headlights, the headlight will have to be removed (by the way, the headlights are stolen), in order to check the brake fluid level, you have to remove the battery cover ...

Most of all I was afraid of "barge-like" taxiing - E class after all, McPherson in front, independent multi-link in the back. But no, the S80 is just as confidently and controllably rearranged and enters the turns like a car, the rolls are minimal. On R18 disks, you can really forget about smoothness. Electro-hydraulic power steering with adjustable variable effort. Brakes work well, but still less informative than in the same Mazda 6. A complete set of electronic systems, including DTCS (local name ESP) - available.

As for the cost of ownership, I can’t say anything yet - I haven’t invested a single ruble in the car. But I asked one club service to "calculate" the cost of the upcoming MOT (engine oil + oil filters, air filters, cabin filters, and a timing belt with rollers) - about 18,000 rubles. with original consumables and parts. If you order the same original in existential terms, it will come out a thousand or one and a half less. If you score on the original and buy a 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. It is quite comparable in cost to the "dealer" TO focuses \ asters \ other tse-classes.

General impression, plans for the future.

In the near future (after 4-5 thousand) I plan to go through MOT (although the last OD mark in the service book was only 1.5 thousand ago) with the replacement of the timing belt, clean the radiators with removal and it is possible to install an additional automatic transmission radiator. By the way, I have not yet decided whether I will repair (radically, with the replacement of the hydromodule) the automatic transmission sore. Or rather, he did not decide whether to do it preemptively or when everything would get really bad, if at all. I will make the final decision for the 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.

But I really like the car, because it corresponds to my driving style by 146% and, in general, suits me in spirit. All the same, they say the truth, turbo Swedish sedans are bought by those who are in no hurry.

At the March 2006 Geneva Motor Show, the Swedish automaker Volvo unveiled a new, second generation S80 midsize sedan, which hit dealerships in June.

The car surpassed its predecessor in all respects, but especially he succeeded in the structural part and in terms of equipment.

In 2009, a restyled version of the flagship three-volume debuted at the Geneva Motor Show, but if outwardly it changed purely cosmetically, then the technical "updates" turned out to be more significant - new engines were "registered" under the hood of the car, and the chassis received other settings.

The Swede went through the next modernization in 2013 - then he was separated by an improved exterior design and an expanded list of equipment.

The car got the last portion of updates in 2015, having received a new engine, an 8-band "automatic" and previously unavailable "gadgets".

The “second” Volvo S80 has a lightweight, European-style verified design, the car is beautiful, proportional and finished, from whatever angle you look, and its laconic appearance looks presentable and elegant. At the front of the four-door, the eye catches on solid bi-xenon optics and a large "shield" of the radiator grille, and the lean stern shows graceful "polyhedrons" of the lanterns and a sculptural bumper with integrated "trunks" of the exhaust. The sedan's profile is dynamic and taut, and the credit for this belongs to the calm, flowing lines, branded "shoulders" that envelop the rear lighting equipment, and the perfect strokes of the wheel arches.

"Es-eighty" of the 2nd generation operates in the European class "E" (aka the business segment): its length is 4854 mm, width - 1861 mm, height - 1493 mm, wheelbase - 2835 mm. The ground clearance of the three-volume vehicle does not exceed 151 mm. A Long version is also available in China, with a length of 4991 mm and a center-to-center distance of 2975 mm.

The interior of the Volvo S80 combines premium, high-tech and sophisticated ergonomics. There are no inappropriate design solutions inside the Swedish sedan, but the decoration looks solid, original and cozy. First of all, attention is drawn to the "floating" center console with neatly arranged keys and a branded "little man" that allows you to control the air flow, and the instrument cluster, represented by an 8-inch graphic display, is perceived no less interesting. The driver is directly under the control of a beautiful multifunctional steering wheel, and a little to the right, under the very windshield, is the color screen of the multimedia complex, hidden under the visor.

The salon of the flagship three-volume model captivates with the general level of performance and is replete with high-quality finishing materials - expensive, albeit slightly harsh plastics, solid fabric, genuine leather, alcantara, aluminum inserts and polished wood (but this depends on the configuration).

The Swedish sedan has quite ordinary front seats - comfortable, but with a somewhat flat profile, but with a wide range of adjustments in different directions. Behind the stock of space with abundance on all fronts, the sofa itself is competently configured, and optionally, individual climate settings, a pair of monitors in the headrests and other conveniences are available for passengers.

The cargo compartment of the "second" Volvo S80 is practical - its volume is 480 liters, the wheel arches do not protrude inward and the hinges do not reduce the capacity. All versions of the car are equipped with a compact spare wheel and basic tools, which are neatly stowed in a recess under the raised floor.

Specifications. In the Russian market for the Volvo S80 there are two power units, each of which is combined with an 8-band "automatic" and a front-wheel drive transmission (although earlier a wider engine range and an all-wheel drive system were offered for the car).

• Petrol option T5 It is equipped with a four-cylinder engine with factory designation B4204T11, which has a 16-valve timing, turbocharging and direct fuel injection in its bins. With a displacement of 2.0 liters (1969 cubic centimeters), it generates a maximum of 245 horsepower at 5500 rpm and 350 Nm of torque at 1500-4800 rpm. In asphalt disciplines, the car will give odds to many competitors: from a standstill to 100 km / h, it “catapults” in 6.5 seconds, maximum changes 230 km / h and “eats” only 6.2 liters of fuel for each combined “hundred” track.
• In the engine compartment of the diesel version of the Volvo S80 D4"Registered" in-line turbocharged "four" called D4204T5 with a volume of 2.0 liters (1969 cubic centimeters) with a direct power system, generating 181 "horses" at 4250 rpm and 400 Nm of peak thrust at 1750-2500 rpm. In a storage compartment with "automatic" and front-wheel drive, it allows the sedan, after 8.4 seconds, to leave behind the first "hundred" and pick up speed up to 225 km / h. "Passport" fuel consumption - 4.3 liters in mixed driving conditions per 100 km of run.

The second "release" of the Volvo S80 is based on the Ford EUCD front-wheel drive platform, which implies a transverse placement of the power plant. "In a circle" the car demonstrates an independent design of the chassis: traditional McPherson struts are used in the front, and a multi-link architecture at the rear (in both cases, anti-roll bars are available).

The steering system on the three-volume model is represented by a rack and pinion mechanism with a hydraulic power steering, which has variable characteristics, and the brake package is formed by disc devices on all wheels with ABS, EBD and BAS.

Options and prices. The second generation Volvo S80 in 2016 is offered to Russian buyers in two trim levels - Momentum and Summum.

• For the initial version they ask for a minimum of 2,049,000 rubles, and its list of equipment includes six airbags, ABS, EBD, ESP, a dual-zone climate system, a digital instrument panel, cruise, rear parking sensors, a multimedia complex, an audio system, 17-inch wheel disks, heated front seats and other options.
• A "top" solution is not to buy for less than 2,159,000 rubles, and its privileges are leather upholstery, memory and power adjustment of the front seats and premium "music".

In addition, a wide range of additional "chips" is available for the Swedish sedan - adaptive lighting system, bi-xenon headlights, technology for access to the salon and keyless engine start, etc.