Volvo S60 II (Y20) (2010 – 2018)

Reliability score : 7.6/10

The second-generation Volvo S60 (Y20) marks a stylistic and dynamic turning point for the Swedish brand. Based on the EUCD platform (shared with Ford), it abandons the cubic design for a four-door coupe line, at the expense of trunk volume. Marketed during a property transition (from Ford to Geely), its career is marked by a major mechanical evolution: the first years used Ford (4-cylinder) and Volvo (5 and 6-cylinder) blocks, before a complete shift to the 100% Volvo VEA (Drive-E) modular engine family from 2014. A facelift occurred in mid-2013 (MY2014), modernizing the front end and instrumentation (digital gauges). Positioning: Premium sedan (D-segment), a direct competitor to German rivals, focusing on unparalleled seat comfort, pioneering active safety (City Safety as standard), and a

✅ Strengths

Exceptional seat comfort (among the best on the market)
Very high level of passive and active safety (City Safety)
Paint quality and corrosion resistance
Sound and driving pleasure of 5 and 6-cylinder engines (T5, T6, D4, D5)
Quality of audio systems (High Performance and Premium Sound Harman Kardon)

⚠️ Weaknesses

Ridiculous trunk volume for the category (380 liters) and narrow access
Average rear passenger space (limited legroom, except for the Chinese S60L version)
Very large turning radius (tedious city maneuvers)
Unreliable Powershift automatic gearbox (on early 4-cylinders)
High weight penalizing agility and consumption (especially with T6 and AWD)

🎯 Verdict

The Volvo S60 II is an excellent sedan for those who prioritize comfort, safety, and design over cargo volume. For petrol engines, the choice of powertrain is crucial. Purists will opt for the indestructible 5-cylinder (2.5 T5) or 6-cylinder (3.0 T6) engines, despite their thirst. For more economical daily use, the VEA engines (T3/T4/T5 post-2016) are excellent and well-supported by the 8-speed Aisin gearbox. It is absolutely essential to avoid the 1.6 and 2.0 engines (T3/T4/T5 from 2010 to 2013) equipped with the Powershift gearbox, whose reliability is too uncertain.

Common issues

Problèmes de système PCV (reniflard d'huile) et séparateur d'huile Medium

🔧 80 000 – 150 000 km

💶 300 – 600 €

Vérifier les fuites d'huile, la consommation et la pression du carter moteur.

Fuites du circuit de refroidissement (pompe à eau, boîtier thermostat, durites) Medium

🔧 100 000 – 180 000 km

💶 400 – 800 €

Surveiller régulièrement le niveau de liquide de refroidissement et les traces de fuite.

Usure prématurée des supports moteur (silentblocs) Low

🔧 90 000 – 160 000 km

💶 200 – 400 €

Attention aux vibrations excessives ou bruits au démarrage/arrêt du moteur.

Usure des composants de suspension (silentblocs de bras de suspension, biellettes de barre stabilisatrice) Medium

🔧 80 000 – 140 000 km

💶 350 – 700 €

Écouter les bruits de claquement ou grincement sur routes dégradées.

Défaillance de la pompe haute pression (HPFP) sur moteurs GTDi (1.6L, 2.0L) High

🔧 70 000 – 130 000 km

💶 700 – 1 200 €

Surveiller les ratés moteur, perte de puissance ou voyant moteur allumé.

Estimated maintenance costs

Oil change	£70 – 130
Timing belt	£500 – 1 000 (pour moteurs 1.6L/2.0L GTDi)
Clutch	£750 – 1 400
Complete brakes	£450 – 800
Estimated annual budget	£550 – 1 100

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