Volvo S60 II (Y20) (2010 – 2018)

Reliability score : 7.6/10

The second-generation Volvo S60 (Y20) marks a major stylistic turning point for the Swedish manufacturer, abandoning cubic lines for a very dynamic four-door coupé profile. Based on the P3 platform (shared with Ford), it stands out for its exceptional ride comfort, some of the best seats on the market, and a cutting-edge safety arsenal (City Safety as standard). Range evolution: - 2010-2013 (Phase 1): Engines sourced from Ford (4-cylinder petrol), PSA (1.6 diesel), and Volvo (5-cylinder and 6-cylinder) parts bins. - 2013 (Facelift): New front end (one-piece headlights), digital gauges, multimedia improvements. - 2014-2018: Mechanical revolution with the introduction of the 100% Volvo VEA (Drive-E) engine family (4-cylinder 2.0L petrol and diesel) coupled with an excellent Aisin 8-speed aut

✅ Strengths

High-level suspension comfort and sound insulation
Front seats among the most ergonomic in automotive production
Passive and active safety (City Safety, BLIS, highly refined adaptive cruise control)
Enjoyment and sound of 5-cylinder engines (diesel and petrol)
Excellent 8-speed Geartronic automatic gearbox (on post-2014 VEA engines)
Paint quality and corrosion resistance

⚠️ Weaknesses

Rear passenger space and boot volume (380 liters) unworthy of the category
Powershift dual-clutch automatic gearbox (on 1.6D and 1.6/2.0T Ford) unreliable and unpleasant
Very large turning radius (especially with 18/19-inch wheels)
Aging and unintuitive Sensus infotainment system (many buttons on the center console)
High weight penalizing agility compared to a BMW 3 Series

🎯 Verdict

The Volvo S60 II is an extremely endearing sedan, built to cover miles in supreme comfort. For diesel, the choice of engine is crucial. If you're looking for character and raw robustness, opt for a 5-cylinder (D3, D4, or D5 from before 2014) with a manual or Geartronic 6 gearbox, provided that accessory belt maintenance is impeccable. If you prioritize modernity, fuel consumption, and smoothness, the 4-cylinder VEA (D3, D4 post-2015) coupled with the Geartronic 8 gearbox are excellent, but avoid the 2014-2015 model years (EGR and piston ring issues). Absolutely to avoid: All versions equipped with the Powershift automatic gearbox (often associated with the 1.6 D2 or 1.6 petrol T3/T4).

Common issues

Filtre à particules (DPF) encrassé ou capteurs défectueux Medium

🔧 100 000 – 200 000 km

💶 1 000 – 2 000 €

Privilégier les longs trajets réguliers pour la régénération du DPF.

Vanne EGR (Exhaust Gas Recirculation) encrassée ou défectueuse Medium

🔧 80 000 – 150 000 km

💶 300 – 700 €

Un nettoyage préventif peut prolonger sa durée de vie, attention aux voyants moteur.

Volant moteur bi-masse (sur boîtes manuelles) High

🔧 120 000 – 200 000 km

💶 1 000 – 1 800 € (souvent avec embrayage)

Tester l'absence de vibrations au ralenti et lors des changements de vitesse.

Turbochargeur (usure ou défaillance) High

🔧 150 000 – 250 000 km

💶 1 200 – 2 500 €

Vérifier l'historique d'entretien, écouter les sifflements anormaux à l'accélération.

Estimated maintenance costs

Oil change	£90 – 160
Timing belt	£600 – 1 100
Clutch	£850 – 1 500
Complete brakes	£280 – 550
Estimated annual budget	£650 – 1 300

Indicative estimates (independent garage, UK market). Prices vary by region and year.