Volvo S90 Reliability: Problems, Maintenance & Buyer's Guide

In 2014, the Swedish brand Volvo decided on a true revolution in automotive engineering. Absolutely everything changed dramatically: design, engines, platform. The XC90 crossover was the first to try on this entire grandiose package of innovations, and a little later the flagship S90 sedan followed, which became the embodiment of the brand's new philosophy. Many people still habitually call these cars new, but in reality they are not as young as they might seem.

New SPA Architecture: International Approach to Development

To create cars on the new SPA (Scalable Product Architecture) architecture, the Swedes attracted an international team, gathering the best specialists from different companies. The new models turned out to be much more expensive and premium, but the first S90 examples proved to be insufficiently refined.

The first 2016 variants require extremely thorough inspection. They may have oil leaks from engines, rattling rear air suspension struts, and electronic malfunctions. The best Volvo S90s are fresh examples after the 2020 facelift, when the time came for a scheduled update.

2020 Facelift: Modest Changes with Great Meaning

When the time for a scheduled update came in 2020, brand fans were surprised that it turned out to be extremely modest. Only a keen eye would probably notice the retouched bumpers and changed lights. The interior remained visually the same. However, safety systems became smarter, and the optional Bowers & Wilkins audio system began to play cleaner.

Body and Exterior: Scandinavian Quality in Action

Volvo owners deservedly praise the body's durability and paint quality. There are practically no serious body problems, except for a few minor issues: soft windshield that is easily damaged, short-lived chrome trim, and too wide gaps between the radiator grille slats, which are recommended to be covered with fine protective mesh.

Interior: Luxury with Small Nuances

The S90 interior is good in literally everything: materials, build quality, and durability. However, there are several details worth considering. The media system display for some unknown reason lacks oleophobic coating, so greasy fingerprints remain on the glass after each touch. Plus the screen scratches very quickly if you wipe it not with special microfiber, but with regular napkins or cloth.

Electronic Systems: Early Years Complications

During initial inspection, don't forget to check the telematics system, including the Volvo OnCall service. It's believed that 2017-2018 model year cars had unsuccessful VeSIM block firmware. Volvo even initiated a recall campaign over this, re-flashing fresh software, but the problem lay not in the software, but in unsuccessful electronic control units.

Often, to restore telematics functionality, it was necessary to replace the chip specifically. The steering wheel button module may also malfunction, which was usually replaced under warranty, although it's easily repaired.

Drive-E Engines: German Roots of Swedish Motor

German Michael Fleiss was responsible for Volvo's new generation Drive-E engines, who also created the Volkswagen 1.4 TSI engine - certainly advanced, but not without problems. Did Fleiss learn from past mistakes while helping the Swedes create a family of four-cylinder turbocharged 2-liter engines?

Diesel Engines: Technical Solutions and Their Consequences

Twin-turbocharged diesel engines of the D4 version are equipped with simple turbochargers, while the D5's second turbine received variable geometry. The D5 comes in two power outputs - 225 and 235 horsepower. The latter features a most curious system called PowerPulse.

This is quite a clever device designed to eliminate the so-called "turbo lag." The engine has a two-liter metal reservoir where air is pumped by a small compressor. When the gas pedal is pressed sharply, a special valve opens so that a jet of compressed air rushes to the turbine blades earlier than the flow of hot exhaust gases arrives.

However, the pipes of this system have a habit of coming off. Given the tight engine bay layout, which doesn't allow simply putting the air duct back on, many drive for a long time with a faulty system, which is acceptable, although acceleration dynamics become worse.

In 2020, after complaints from service technicians and owners, Volvo headquarters decided to abandon the clever PowerPulse system. So all fresh diesel Volvos lack the capricious add-on.

Intercooler Problems and Their Solution

A similar story happened with the intercooler - its pipes didn't come off, but burst. As always, timely work on mistakes saved the situation: in 2017, a more durable reinforced pipeline variant appeared. In this configuration, the turbocharging system finally began to work without failures and breakdowns.

Oil Leaks and EGR System

Another failure that required engineers' attention and disappointed motorists was massive oil leaks on early cars from under the valve cover, seals, and other places. Over time, the issue was resolved, but a residue remained.

And from the EGR system remains not a residue, but a smell: its tube at mileages around one hundred thousand kilometers can burn through, after which the cabin fills with diesel exhaust aromas.

Timing Drive: Reliability Lessons

There was a mistake with the gas distribution mechanism drive. Initially, engineers prescribed that belt replacement is performed every 10 years or 240,000 km, but when belts began breaking at much lower mileages, the Swedes had to backtrack, halving the interval. It's recommended to update the drive even earlier, without waiting for the second hundred thousand kilometers.

It would be logical to simultaneously update the valve cover and get sealing rings and copper injector washers. The plastic valve cover loses its tightness due to diesel engine vibration.

Gasoline Engines: More Successful Solution

Creating the Drive-E engine family, engineers decided to risk unifying gasoline and diesel versions. The unification turned out to be so extensive that even the cylinder block became common. Experienced engineers carefully warned colleagues that diesel engines would be less reliable, and they were right.

In gasoline configuration, the S90 causes much fewer troubles. The timing belt here also needs to be changed more often than the manufacturer requires - specifically every 120,000 km. Additionally, it should be remembered that even one refueling with questionable quality fuel is enough to damage the lambda sensor.

But in other parameters, gasoline engines proved to be really better than diesels - they are quite reliable and almost problem-free. Curiously, the Swedes even managed to organize direct injection in such a way that neither valves nor injectors become clogged with carbon deposits, unlike German competitors where soot deposits appear almost instantly.

T5 and T6 Versions: Power Choice

Two-liter gasoline engines have T5 and T6 versions with 249 and over 300 horsepower outputs respectively. They are absolutely identical in reliability, but everyone who bought the weaker variant complains about insufficient power. Consider this fact if you want to get a sufficiently spirited car.

However, traction shortage issues are easily solved by installing factory Polestar firmware, though such service is expensive.

Mild Hybrids B5 and B6: New Generation

At the turn of 2019-2020, the version range was supplemented with B5 and B6 variants. Volvo decided to designate mild hybrids with the letter "B." Mild hybrid S90s come in two types - both gasoline and diesel.

They have a 14-horsepower starter-generator that helps the main engine spin the wheels after acceleration begins, and the **traction battery charges during regenerative braking. As the manufacturer claims, a **mild hybrid is about 15% more economical than a regular car.

For owners, something else is more important - so far there are no questions or complaints about the "green" add-on, and there probably won't be. The system is crafted from components of very reputable manufacturers. European owners note that gasoline versions are more reliable than diesels, and fuel consumption is no worse.

Cooling System: Requires Attention

All engines are sufficiently heat-loaded, so every 3 years you'll have to flush the radiator pack, necessarily with removal. Only a very careful and experienced mechanic can perform the procedure properly, because due to layout features, reaching the heat exchanger is quite a quest.

Transmission: Reliable Japanese Automatic

In all configurations - both diesel and gasoline - a classic eight-speed Aisin-Warner automatic transmission works. This unit, well-known from Toyota and Lexus, is considered quite robust. Without overhaul, the eight-speed runs from 200 to 400,000 km, if transmission fluid is updated exactly every 60,000 km of mileage.

Haldex All-Wheel Drive: Operation Features

Most cars on the secondary market will have front-wheel drive, while rare all-wheel drive variants are equipped with fifth-generation Haldex coupling. With this generation's release, a separate oil filter disappeared from the coupling design, which means that for long coupling life, transmission fluid needs to be changed every 60,000 km, and it's also desirable to clean the screen that now serves as a filter.

Useful advice: give up traffic light racing, otherwise at mileage from 150 to 200,000 km, the all-wheel drive sedan will suddenly become front-wheel drive. The cause usually becomes the angle gear, whose splines of the connecting sleeve get sheared.

Suspension: Modular Solutions and Their Advantages

What's good about the modular SPA platform is the front double wishbone suspension. To the envy of competitors, the scheme turned out robust and durable. Before lower arm replacement, the S90 will surely go at least 150,000 km, and on good roads all 250,000.

However, its design is such that it's impossible to replace the ball joint separately. The upper arm has a service life from 200 to 300,000 km, but here's the same problem - officially the upper ball joint is considered non-removable.

Rear Suspension: Innovations and Problems

In the rear multi-link setup, a transverse composite leaf spring is used instead of coil springs - unexpected, but most importantly, reliable. This can't be said about the pneumatic variant that comes with expensive versions.

Engineers couldn't make a decent air suspension right away. The first batches of S90s disappointed with massive rear strut knocking. Dealers recognized the case as warranty and installed new struts, however after some time the knocking problem returned again. Eventually the company had to change suppliers, and this helped - in the current version, air struts are considered much less problematic.

Unlike the related XC90 crossover, the S90's air suspension fit only in the rear. According to the official version, this was done so designers could draw a beautiful hood line.

As an alternative, Volvo offered electronically controlled shock absorbers. If these are installed, don't rush to install regular ones when replacing - specialist-restored parts can be found for sale.

Conclusion: Haste as the Main Problem

As they say, haste makes waste. The Russian proverb fits the Volvo S90 100%. Wanting to get ahead of German competitors, the Swedes frankly rushed, delivering a raw product to the market. It would have been better to wait a little, since constructionally both powertrains and suspensions are crafted quite sensibly.

So this used sedan can be bought safely. The main thing is to find an appropriate level service where they can competently maintain such a car. The Volvo S90 is a car with great potential that unfolds with the right approach to operation and maintenance.

The Scandinavian flagship deserves attention from those who value the combination of comfort, safety, and prestige. When choosing a specific example, give preference to cars after 2018 model year, when the main teething problems were eliminated, and even better - cars after the 2020 facelift.

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