Volvo V50 Review (2004-2012)
Volvo V50 cars for sale
3.0
Expert review
Pros
Smart looks and interior
Comfortable and relaxed to drive
Wide choice of engine options
Cons
Boot isn't actually all that big
Some reports of iffy reliability
Some rivals are more enjoyable to drive
The CarGurus verdict
It might come as a surprise to learn that a Volvo estate isn’t all that practical, but that’s the case with the V50. That said, if you can live with its relatively small boot, you get a very comfortable estate car with a particularly pleasant interior that’s a very comfortable and satisfying place in which to while away the miles.
A wide range of engines means it’s easy to find a V50 that suits your particular needs, too, and most models are well equipped. V50s don’t have a perfect reliability record, but if you can find one that’s been looked after diligently, you stand the best chance of bagging a smart little estate car that shouldn’t let you down.
What is the Volvo V50?
Think of a Volvo estate, and you probably think of something large, spacious, practical, boxy, and just a little bit plodding. But this is the Volvo V50, and it’s a Volvo estate that goes against the grain in almost every way.
For starters, its curvy styling makes it sleeker than most Volvo estates. It's also smaller, largely because it (and its sibling, the Volvo S40 saloon) is based on the same mechanical underpinnings as the Ford Focus; a bit of badge engineering from when Volvo was owned by Ford. Production ceased in 2012.
How practical is it?
In the back seats, you’ll find some limitations in terms of practicality. Because it’s a Ford Focus underneath, the V50 feels more cramped than most of its contemporary rivals; the rear seats offer enough headroom and legroom for a pair of adults, but three abreast will be a squeeze.
At 417 litres, boot space isn't all that generous, either, and the boot's quite narrow, so many rival estate cars offer more capacity overall, which is pretty critical in this type of car. However, a clever touch is the flip-up partition with an elastic strap, which will hold a couple of shopping bags in place and stop them from sliding around.
Up front, meanwhile, the centre console design can be a bit confusing if you’re not used to it, because the markings on some of the controls don’t make it immediately clear what those controls do, and the layout isn’t awfully logical, either. However, behind it you’ll find a huge storage bin, and there’s a big glovebox, too.
What's it like to drive?
The platform isn’t the only thing the V50 shares with the Focus. Its range of engines is largely the same, too, but that’s a good thing because it means there’s a huge amount of choice. You can spec your V50 as a frugal, fuel-sipping diesel with a host of clever touches to maximise its fuel economy, or have it with the gutsy five-cylinder turbo that also featured in the Ford Focus ST hot hatch of the time.
That said, no V50 is particularly sporty to drive. Even the faster versions take a decidedly laid-back approach to life, with suspension tuned more for comfort than for agility. Throw one into a corner, and while it’ll respond adeptly, there isn’t much fun or excitement to be had.
The payoff for that, of course, is that the V50 is an excellent motorway car; it feels smooth and serene at speed, and damps out road- and wind noise well. Around town, the worst potholes can cause the suspension to crash, especially in more firmly-sprung Sport and R-Design models, but on the whole the V50 retains its aura of calm.
Technology, equipment & infotainment
The V50 line-up started out fairly simple, with just S and SE models available on the earliest cars. Climate control, electric windows, roof rails and a six-speaker stereo system were standard on all V50s, while the SE added leather upholstery, cruise control and front fog lights.
In 2006. Sport and SE Sport versions were added, based on the S and SE, respectively, both versions getting a sportier bodykit and 18-inch alloy wheels.
In 2008, the SE lost its leather upholstery, which was instead fitted as standard to the new SE Lux model, along with heated front seats and light oak inserts. The final change came in 2010, when the S was renamed ES, and both Sport models were dropped and replaced with a stand-alone R-Design version.
Volvo V50 running costs
You’ll struggle to see an MPG figure of more than about 20-25 on average in the T5, so if running costs are a concern, you’ll probably want to look elsewhere.
You should see more like 35mpg in most of the other petrol models, by contrast, with the exception of the 2.4; that won’t achieve much more than 25mpg, making it almost as thirsty as the T5.
But if it’s good fuel economy you’re after, the diesels make the most sense. The most economical is the 1.6, which could get as much a 55mpg on average; downgrade that slightly to 50mpg for the 2.0D, D3 and D4, and reckon on 40mpg in the D5. Keep in mind, too, that an automatic gearbox will knock about 5mpg off those figures, on any engine it’s fitted to.
It’s worth keeping in mind, too, that the thirstier your V50 is, the more CO2 it will emit, and consequently, the more Vehicle Excise Duty (commonly known as road tax) it'll incur. For example, a T5 with an automatic gearbox kicks out 229g/km of CO2, and consequently will land you with a whopping tax bill each year. By contrast, a post-facelift 2.0D will set you back around a fifth of the cost to tax, while a D2 DrivE can actually be taxed for free.
Many Volvo dealers offer cheaper servicing for cars aged four years old and over, and the cost is very reasonable: expect to pay around £250 for a full service, a figure which is unlikely to be bettered even by a non-franchised specialist. That said, do bear in mind that any other remedial work that needs to be carried out may be charged at full labour rates, which will be more expensive at a Volvo dealer than at an independent garage.
Most V50 models are fitted with timing belts, which need changing at certain intervals and can result in quite a big bill. However, because the different engines have different timing belt change intervals, it’s best to check with a Volvo dealer what the interval is on the car you’re hoping to buy, and to find out at the same time how much a change will cost.
The exceptions to this are the 1.8-litre, 2.0-litre and 2.4-litre petrol engines, all of which use timing chains that are designed to last the life of the car; these need to be inspected to check their condition every 12 years or 160,000 miles, but shouldn’t necessarily need changing at that point.
Volvo V50 reliability
Volvo's 1.6-litre diesel engines are known to suffer from turbocharger failure, the only cure for which is an expensive replacement turbocharger. Look out for white smoke from the exhaust when you’re accelerating.
Powershift automatic gearboxes are known to fail, though the chances of this happening can be reduced by careful use and maintenance, so look out for evidence of gearbox oil changes having been carried out, especially if the car has done a high mileage.
The timing belt tensioners on T5 engines have been known to break up prematurely, so some experts advise changing the timing belt earlier than the recommended interval, especially given they break up with no warning and the result is usually a wrecked engine.
Electrical niggles are not unheard of and are often caused by loose or dirty connectors to one or other of the control units within the car. While not hard to sort, these problems can be difficult to trace.
- The V50 received a fairly comprehensive facelift in 2008, gaining a sleeker nose with refreshed lights all round, and a new five-cylinder diesel engine. This was available in three grades – D3, D4 and D5 – all with different power outputs, and Volvo also offered a 1.6-litre engine badged D2 DrivE, which came with a series of additional measures to reduce fuel consumption and emissions.
- Unusually among its contemporary rivals, the V50 was available with four-wheel drive. The system works on-demand, with the V50 AWD (or all-wheel drive) pushing power through the front wheels until sensors detect that they’re starting to slip. At this point, power is meted out to the rear end of the car in varying degrees until the car finds some grip. However, there are some downsides to the all-wheel-drive V50. For starters, this setup was only available as an optional extra on the T5 model, which makes it a fast, but very thirsty choice. Furthermore, as part of the tweaks, the V50 was fitted with a stiffer anti-roll bar and meatier damping, both of which do little for the ride quality.
- Most V50s came as standard with a six-speed manual gearbox, but there were also two types of automatic gearbox available, Geartronic and Powershift. The older Geartronic units are slower to change gear and generally more lethargic when you need to put your foot down, and therefore they aren’t as nice to drive. By contrast, the Powershift gearbox, available on some newer V50s, is quicker to change gear, but there are question marks over its dependability after a relatively high proportion of owners experienced problems with it.
- If you want the best all-rounder: We reckon the best all-round choice is one of the mid-range diesels, so either the 2.0D or D4, depending on your budget, and in well-equipped SE form. That way, you get enough punch for everyday motoring, very good fuel economy, and an interior that feels luxurious.
- If you’re planning to tow regularly: If you need to tow, or haul lots of people or cargo, have a look at the D5 model instead. This powerful diesel engine trades off a little bit of its fuel economy for extra low-down shove, and that makes it a brilliant option if you need to pull heavy weights around.
- If you’d rather have a petrol instead of a diesel: The 2.0-litre is a good bet. It’s barely any less economical than the 1.6 or 1.8 models, but it is more efficient than the older 2.4, and while it’ll hardly set bales of hay alight, it’s fast enough to keep up with traffic.
- If you want the fastest V50 out there: You’ll need the T5. With 217bhp in earlier cars and 227bhp in facelifted examples, it’s good for 0-62mph in around seven seconds, which is more than enough to surprise a few hot hatches. You’ll have to live with its prodigious thirst, mind you, all the more so if you choose the early all-wheel drive version.
