OEM PARTS 78054 Dorman 741-948 Volvo S40/V40 Front Driver Side Power Window Regulator with Motor 41 "741948, 741-948" ".

" "Dorman Products Inc. is a leading supplier of Dealer "Exclusive" automotive replacement parts, automotive hardware and brake products to the Automotive Aftermarket. These products are often re-engineered with improvements for better reliability compared to the original pa..." "Dorman Products Inc. is a leading supplier of Dealer "Exclusive" automotive replacement parts, automotive hardware and brake products to the Automotive Aftermarket. These products are often re-engineered with improvements for better reliability compared to the original part. Additional components needed for a complete repair are typically included as kits with Dorman parts. Dorman also helps reduce repair cost by providing the option to replace just the failed piece, not the assembly. Dorman takes pride in the quality of their products and in your satisfaction.


Features:

• Direct fit replacement unit



• Unit features Dorman engineered quality enhancements



• Backed by Dorman's limited Lifetime Warranty



• Combination window lift motor and window regulator ensures correct repair

" "2000-2004 Volvo S40

2015.5 Volvo V60 Cross Country Platinum Review

What’s Best: Practical wagon is stylish and fun to drive

What’s Worst: auto stop/start is annoying; console has multitude of buttons (although direct selection can be easier)

What’s Interesting: SUV-like ground clearance and skid plates on a wagon

BODY STYLE: Mid-size sport wagon
DRIVE METHOD: Front-engine, all-wheel-drive
ENGINE: 2.5-litre inline DOHC five cylinder with turbo (250 hp and 266 lb/ft of torque)
FUEL ECONOMY: 11.8/9.1/10.6 L/100km (city/hwy/comb)
CARGO: 430 litres with seats up, 1,241 litres with 40/20/40 second row folded
TOWING: 1,588 kg (3,500 lbs)
PRICE: base $44,100, T5 AWD Premier $46,300, T5 AWD Premier Plus $47,100, T5 AWD

I’ve always liked wagons.

Not the graceless behemoths from decades past, but today’s modern interpretation.

I’m talking about Audi A4 allroad, BMW 3 Series Touring, Mercedes E-Class Wagon, and the like.

These handle like their sport sedan siblings, but can haul big-screen TVs, a couple of bikes or even a load of camping gear.

I’ll concede they’re somewhat less cavernous than their predecessors, but are a more elegant solution than the lumbering Roadmasters and hulking, faux wood-panelled Country Squires that were eventually replaced by the minivan, and the SUVs and crossovers that soon followed.

All were – and still are – more vehicle than many families really need.

“Oh, but my kids are in hockey…”

Somehow my generation – and our larger broods – survived the trek to the arena without a barge-sized cargo carrier.

Leading to my point that today’s wagon – in particular, the sport wagon – is the perfect ride for those needing a little space, but who still love to drive.

One of my top picks last year was the Volvo V60. More precisely the V60 Polestar, which is a high-performance version of Volvo’s mid-size wagon.

RELATED: Sport Wagons vs. Crossover SUVs

But one doesn’t need such track-ready capability to reap most of the rewards.

The V60 is a premium product that starts just a tick over $40K, with both FWD and AWD models powered by a choice of engines that include a 240 hp turbo four-cylinder, 250 hp turbo five-cylinder, 300 hp turbocharged inline six, and an R-Design version of the latter pushing out 325 horses and hitting the wallet at $51,700.

All that, plus superb fit and finish, good material choices and some of the best seating in its segment. And put together with the bank-vault-like build quality synonymous with this Swedish automaker.

My recent tester was the V60’s AWD Cross Country sibling, which narrows engine options to Volvo’s turbocharged 2.5-litre inline five (T5) that produces 250 hp and 266 lb/ft of torque. It’s mated to a six-speed automatic with Geartronic sequential shift.

Aside from powertrains, the most noticeable difference between the Cross Country and regular V60 is ride height. It sits up another 65 mm, with a SUV-like ground clearance of 201 mm or about eight inches. And guarding its underbelly are front and rear skid plates in case you take it off the tarmac.

18-inch alloys are standard, as is hill descent control and rear park assist. Other upgrades are cosmetic, such as black fender extensions, honeycomb grille, exclusive window trim and mirror caps.

It looks a tad more aggressive than the V60, but both vehicles benefit from wide shoulders, a high beltline and rear-sloping roofline that give this wagon an athletic shape.

The back end is well put together with integrated dual exhausts, a prominent roof spoiler and vertical taillights that follow the contours of its beefy haunches.

RELATED: Volvo XC90 SUV heralds brand’s renewal

Inside, the quarters are well appointed with ample soft touch, nice graining and brightwork, and seats upholstered in optional “Beechwood Sport” leather.

The centre stack is angled toward the driver, but is replete with buttons, looking a bit dated compared to some of today’s touchscreen infotainment systems.

I do, however, prefer hitting a single button rather than tapping my way through menus and submenus to achieve the desired result. For example, to quickly disable the auto start/stop feature that saves fuel, but annoys.

A base V60 Cross Country starts at $44,100 and comes standard with rear park assist, power moonroof, roof rails, dual-zone climate control, eight-way power/heated front seats (with memory for the driver), seven-inch colour display, eight-speaker audio and more.

My Platinum tester, which starts at $50,400, adds such items as keyless drive, rear park assist camera, leather seating, upgraded Harmon/Kardon audio, navigation and adaptive TFT instrument cluster.

Driver aids and premium amenities come in several reasonably priced option packages. I won’t list them here, but if you want all the nannies like adaptive cruise control, collision warning, pedestrian and cyclist detection, lane keeping aid, blind spot warning and more, be prepared to pay a little more.

Safety is where Volvo truly shines, and on that note, a company goal is “that no one shall be killed or seriously injured in a Volvo by the year 2020.”

V60, like most wagons, scores well on practicality, although its tapered cabin and sloped roofline – which provides a more pleasing shape than it brick-like predecessors – does cut into interior volume.

With the 40/20/40 second-row in place, cargo capacity is 430 litres. This expands to 1,241 litres when you drop them. It’s less than some compact SUVs and crossovers, but enough for most needs – and quite functional with seats that truly fold flat – not angled up like most.

And with a separately folding middle position, there’s no problem carrying two rear passengers when lugging long objects like skis or lumber.

Function aside, this family hauler is also fun to drive. Its turbocharged inline five pulls strongly, with peak torque starting at a low 1,800 rpm, meaning there’s minimal turbo lag. Zero to 100 km/h takes only 7.4 seconds.

Some journos have lamented that Volvo hasn’t equipped its Cross Country with the new Drive-E turbo four that gets two more cogs in its Geartronic.

Indeed the older, odd-cylinder engine may be less fuel efficient, but I appreciate its punchy character, and its robust exhaust note when you plant the pedal.

And although the eight-speed is smoother, I’m not averse to sensing a car’s mechanicals when they’re doing the right things.

Drop the six-speed into ‘sport’ mode and you’ll see what I mean. Not only do you get later shifts and a quicker throttle, but the ability to choose your own gears.

Bump the lever forward or back (there are no paddles), for rapid-fire shifts that some may consider abrupt. I, however, am tired of ‘manumatics’ that lazily up- or downshift instead of snapping to attention when I pull the lever.

Well-done Volvo.

The V60 may not be your father’s station wagon, nor his Volvo, but it’s yet another example of how this automaker has reinvented itself.

Still safe and sensible, and maybe – dare I say it – just a little bit sexy.

?RELATED: Why Wagons Don’t Suck: The 2015.5 Volvo V60 Cross Country

View the original article here

The 2015 Volvo XC60 – A Two Model Comparison

What’s Best: New Drive-E powertrains across the Volvo lineup promise better fuel efficiencies and reduced emissions without any sacrifice in power.
What’s Worst: Unfortunately, the new Drive-E engines are only available in FWD as Volvo makes the transition this year but, by 2016, the new four-cylinder powerplants and eight-speed transmissions should be accessible throughout the XC60 lineup.
What’s Interesting: The fact that Volvo is basing it entire powertrain philosophy on 2.0-litre four-cylinder architecture.

“I think this test should set a good base line for a comparison with one of our newest models,” Kyle from Volvo was telling me as I turned in the keys to an XC60 earlier this spring.

There was just one problem with his supposition.

You see, I already liked the XC60 just fine, exactly the way it was.

The XC60 first debuted in North America with a 2010 model.

It’s probably not unfair to rate the XC60 as a bit player in our Canadian market, ranked next to competitors like the Audi Q5 and BMW X3.

But as a gateway to Volvo’s compact-to-full-sized SUV/crossover lineup, it has quickly gained traction to become their best-selling vehicle, both here and in other markets, recently surpassing the global milestone mark of 500,000 sales since inception.

Last year, the XC60 was changed inside and out.

A revised, sleeker exterior featured new components from the “A” pillar forward, especially a wider grille to emphasize the design’s horizontal dimensions. Cornering lights were added and new DRL LED lamps moved to the front corners.

In back, exhaust outlets were incorporated into a new rear fascia and all the black trim cladding along the bottom of the car was removed in favour of a classier, body-coloured look and smoother profile.

Inside, Volvo added new seats, new paddle shifters, an available heated steering wheel, a new Sensus Connect infotainment system, a new Adaptive Digital display with TFT screens instead of the old analogue gauges and a host of electronic upgrades for the already impressive slate of Volvo’s safety technologies.

That mid-cycle refresh went a long way to enhance the appeal of the XC60’s uniquely Scandinavian take on entry-lux crossover accommodation but now, for 2015 and beyond, Volvo is addressing its powertrain lineup.

In fact, Volvo is gambling globally on a selection of new Drive-E engines, all of them based on 2.0-litre, four-cylinder, direct injection architecture. New diesel- (D) or gasoline-powered (T) versions feature a variety of versions with ascending power ratings spread across the company’s entire vehicle lineup.

There are no current plans for an XC60 diesel model here in Canada, or for a hybrid version although the transversely mounted Drive-E engines were designed to be adaptable for future hybrid applications. Indeed, a 2016 plug-in hybrid XC90 T8 is already in the works.

RELATED: Control Your Volvo Car From Your Apple Watch

Because this is a transition year for the changeover to Drive-E powertrains, the new four-cylinder motors will only be available in a front-wheel-drive (FWD) configuration on XC60 models. A two-engine Drive-E choice is available here in Canada – a T5 240 hp turbocharged engine and a T6 302 hp version that adds supercharging to the turbocharging system.

My comparison test started earlier this year with an existing 2015 XC60 T6 AWD ($53,650) model in top-of-the-line Platinum Trim, and in Ice White with a Graphite Leather interior. Volvo’s always seem to shimmer best in silver, but they are almost equally elegant in white, complementing the sleeker, streamlined shape courtesy of last year’s modifications.

Under the hood, that first 2015 XC60 test vehicle harnessed a 3.0-litre turbocharged engine boasting 300 hp and 325 lb/ft of torque. The inline-six turbo engine was mated to a six-speed Geartronic automatic with Advanced Quick Shift.

There’s little to complain about when it comes to the power or demeanor of this six-banger/six-speed combo but Volvo has always been quick to set the bar higher when it comes to performance, fuel economy and emissions.

This engine has been criticized in the past for a not very competitive 13.5/9.7L/100km (city/hwy), verified by my real world results, averaging out to 13.3L/100km (comb).

A few weeks later, I found myself in the seat of my second XC60 test ride; a just released 2015 XC60 T6 Drive-E FWD ($51,950).

RELATED: Volvo XC90 SUV heralds brand’s renewal

It was also tricked out in Platinum trim but was more anonymously discreet in Saville Grey, setting a monochromatic balance with the Graphite Leather interior.

More importantly, it harnessed the new Drive-E 2.0-litre turbocharged and supercharged four-cylinder engine with 302 hp and 295 lb/ft of torque. Those numbers come pretty darn close to the turbo six-cylinder power ratings.

This new inline-four engine is also mated to a more modern eight-speed Geartronic automatic with Start/Stop technology and an Adaptive Shift system. This smaller but almost equally powerful engine combines with the more efficient eight-speed tranny for an improved fuel economy rating of 10.9/7.8L/100km (city/hwy). My personal averages, again, based on a real world mix of driving conditions, worked out to 9.8L/100km (comb). Quite a difference when compared to six-cylinder efficiencies.

Those numbers will be impacted somewhat in future should Drive-E powertrains be harnessed in AWD models, which tend to add a 100 kg or so to the overall curb weight. Sort of like having your fat aunt Agnes permanently ensconced in the back seat.

But the new Drive-E fuel economy numbers are pretty impressive in their own right, especially when you consider that both engines make that power on regular octane fuel.

And, although petrol penny-pinching is probably not foremost in the minds of near-luxury customers who pay in the neighbourhood of $50K for their cars or crossovers, it still marks a significant technological evolution in the efficiencies of Volvo’s powertrain plans and aspirations.

Weigh in all the other factors – the unique styling and individualistic cachet of the Volvo brand, the legendary reputation for safety and technological innovation and a long list of luxuries and amenities even in this, Volvo’s entry-level crossover, and the XC60 stands out as a competitive alternative for entry-luxury customers looking for something that stands out as being just a little different from the mass of more common competitors in this segment.

BODY STYLE: Entry-luxury, compact to midsize CUV
DRIVE METHOD: Front-engine, front-wheel-drive (FWD) or all-wheel-drive (AWD)
ENGINE: 2015 XC60 T6 AWD – 3.0-litre turbocharged inline-six (300 hp, 325 lb/ft); 2015 XC60 T6 Drive-E FWD – 2.0-litre Drive-E turbocharged and supercharged four-cylinder engine (302 hp, 295 lb/ft).
CARGO: 872 litres, 1.909 litres with second row seats folded
FUEL ECONOMY: 2015 XC60 T6 AWD – 3.0-litre 13.5/9.7L/100km (city/hwy); 2015 XC60 T6 Drive-E FWD – 2.0-litre 10.9/7.8L/100km (city/hwy)
PRICES: 2015 XC60 T6 AWD Platinum Trim MSRP $53,650. As tested $58,500; 2015 XC60 T6 Drive-E FWD Platinum Trim MSRP $51,950. As tested $57,600.

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RELATED: Volvo Cars Drive-E T5 Wins Ward’s 10 Best Engines Of 2015

View the original article here

2018 Volvo Xc60 Launch Date

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