Volvo S60 Polestar P3

The 2017-2018 Polestar uses the twin-charged (turbo + supercharger) 2.0-litre Drive-E engine. The supercharger is a small Eaton unit designed to provide low-rpm boost while the turbo spools. Over time, internal seals harden and crack from heat cycling, and the bypass solenoid can stick. Symptoms include a P0171 lean code, reduced low-rpm performance (especially noticeable in warm ambient temperatures or with the air conditioning running), and a general feeling of sluggishness below the turbo engagement point around 3,500 rpm. The supercharger assembly costs approximately 1,200-1,800 euros in parts, and labor adds another 800-1,500 euros depending on the shop. The clutch mechanism that engages and disengages the supercharger is another failure point. Some owners have reported complete supercharger failure requiring replacement at 80,000-120,000 km. On the inline-six models (2014-2016), this issue does not apply as those engines have a conventional single turbocharger.

All S60 Polestar models use AWD with a Haldex coupling. The angle gear transfers torque from the gearbox to the propshaft. The weak link is the collar sleeve, a splined connector that can strip over time, particularly if the angle gear oil is not changed regularly. The Polestar's more aggressive Haldex calibration (biased toward rear torque distribution) increases stress on this component. Symptoms include AWD warning lights and loss of rear-wheel drive. The good news is that the collar sleeve itself is an inexpensive part (around 100-150 euros), but labor to access it runs 300-500 euros. If the collar sleeve failure goes unnoticed and damages the angle gear internals (indicated by grinding noises), full angle gear replacement costs 1,500-2,000 euros including labor. Preventive angle gear fluid changes every 60,000 km significantly reduce this risk.

On the 2014-2016 inline-six Polestar, the PCV (Positive Crankcase Ventilation) diaphragm sits on top of the engine and is known to tear on virtually all SI6 engines given enough time. When it fails, excess crankcase pressure pushes oil past seals, causing external oil leaks, rough idle, and increased oil consumption. The hissing sound at idle is the classic symptom. The PCV assembly including hoses costs approximately 150-300 euros in parts, with 150-400 euros in labor. The system typically needs attention between 80,000 and 150,000 km. On 2017-2018 four-cylinder models, the PCV is a simpler design and less prone to failure. Replacing the complete assembly (rather than just the diaphragm) is recommended as a proper fix.

Both engine variants use plastic connectors and hose ends in the cooling system that become brittle over time. The thermostat housing is a common failure point that can crack and leak. On the inline-six, the water pump drive arrangement (shared with the power steering pump via a common belt) means water pump failure can also damage the serpentine belt. Coolant leaks are particularly concerning because the Polestar's higher output generates more heat. A simple hose replacement may cost 200-400 euros, while a thermostat housing and water pump replacement together can reach 800-1,500 euros. A recall affecting 2014-2017 S60 models addresses air bubbles remaining in the cooling system after factory fill, which could cause overheating. Verify this recall has been completed.

The Polestar uses stiffer springs and Ohlins dampers compared to the standard S60. This setup transmits more road load through the upper strut mount bearings, causing them to wear faster than on standard models. Symptoms include squeaking or clunking when turning the steering wheel at low speeds, and metallic noises over bumps. Some owners report needing replacement as early as 30,000-50,000 km, with repeated replacement necessary at similar intervals. The parts cost approximately 80-120 euros per side, but labor to replace them (including spring compressor work) adds 150-250 euros per side. Replacing both sides simultaneously is recommended.

Both the 6-speed TF-80SC (2014-2016) and 8-speed TG-81SC (2017-2018) are Aisin units that are generally reliable but can develop solenoid wear over time, especially if the transmission fluid is not changed at regular intervals. The Polestar's more aggressive shift mapping increases thermal stress. Symptoms include harsh downshifts, hesitation between gears, and occasional jerking at low speeds. A valve body solenoid replacement at a specialist costs 800-1,200 euros. If the issue is not addressed promptly, a full valve body replacement may be necessary at 1,500-2,500 euros. Regular transmission fluid changes every 60,000 km help prevent this issue. Volvo officially considers the gearbox fluid a lifetime fill, but experienced specialists strongly disagree.

The 2017-2018 four-cylinder Polestar uses the VEA Drive-E engine, which shared the piston ring oil consumption issue affecting other VEA engines built before late 2016. However, most 2017-2018 production Polestar engines benefited from the revised piston ring design with larger drain holes. The Polestar's higher power output actually works in its favor here, as the engine is driven harder than typical VEA applications, which helps prevent the carbon buildup that causes the problem. Some early 2017 production cars may still have the older ring design. A US class action settlement extended warranty coverage for oil consumption to 10 years or 240,000 km, though European coverage was less consistent. If affected, a piston and ring replacement costs approximately 2,000-3,000 euros.

The P3 platform engine mounts use rubber bushings in the torque rod (upper mount) that deflect significantly under load. The Polestar's higher torque output accelerates this wear. Symptoms include excessive engine movement visible during acceleration, rougher shifting, and increased vibration through the cabin. The torque rod bushing is the most common first failure. OEM replacement parts cost 80-150 euros each, with labor around 100-200 euros. Upgraded polyurethane torque rod mounts from aftermarket suppliers like iPD can improve durability but transmit more NVH (noise, vibration, harshness) to the cabin.