The DSG gearbox the VW use is made designed by BorgWarner in a Join Venture(JV) in the BorgWaner to the design and supply the kit to make the gearboxs. They also supply others like part of the FIAT system and are the largest suplier.

In the other camp is the GETRAG with Ford,BMW, Honda and others in simular JV arrangements. The BMW system I believe does have parts supply from BorgWarner thu.

Of all the system the BMW seams to have the least issues, when VAG has the most issues. The latest Box seams ok Thu. Ford had issues back in 2011 with oil seals and software which seam also OK now.

Merc have their own and Kia look to have their own system too. In the US the DSG style are a hard sell and not like at all.

I'm a bit of a Volvo fan, so the V60 would be top of my list.

Over the years, I've had an S60 and V50 (both company cars) and more recently owned an S40. Premium feel without the bling of the Germans.

Unlike another thread, I had an excellent local Volvo dealer who were always friendly, helpful and efficient.

The BMW 2 series Active Tourer also appeals. I know you like to buy new, but how about a peek at a 1 or 2 year old C Class estate. it might be the previous shape for your budget, but the C180 petrol has an effieicent turbo engine (no longer supercharged) and I think you would like the driving experience.

Re the BMW 2 series Active Tourer - appalling front seat for me but my wife found hers very comfortable during a long distance drive (12 hours). I suspect the problem is that the seats are just too small for an average sized person and above. Apart from the seats it is a very good car with a good range of engines.

I really hope you concentrate on the strengths of the Forester and not it's emissions, the extra warranty and sure footed wet handling of the full time 4WD alone will i suspect compensate for the extra fuel and tax costs.

Edited by gordonbennet on 10/02/2016 at 20:39

From what the yanks say, who mainly drive auto, most wouldn't give a CVT garage space.

From what most auto owners on the caravan forums say a TC auto is preferably.

I only have experience with my CX-5 TC auto which i think is fine, but its the only auto I've had, i would have bought it even if it was a DSG to be honest, as i think the boxes have been around enough time now to sort out most problems?

But i do lose around 3 mpg compared to a manual i had previously, i think it needs another gear personally.

I don't think our Avensis (1.8 "Valvematic" with Multidrive CVT) revs any harder than an equivalent manual one would, to get the same performance - at least not once one gets the hang of how to manage the transmission. If I really need to get a move on I just tap one of the paddles and decide how far up the rev range I want to push before I change.

It's a naturally aspirated engine so it can't feel as gutsy as a turbo would - on the other hand there's no turbo to go wrong.

On cross country routes the manual mode works well to keep the rubber-banding down - around town it's very smooth in D.

I think the Americans' perception of CVT has been coloured by a) the (apparently) poor reliability of the Nissan one, and b) the fact they are typically fitted to "econoboxes" and as such, have (relatively) small engines that sound revvy compared to a V6/8, which seem to have too much torque for a CVT.

Edited by steelghost on 15/02/2016 at 16:52

That would be enough for me to offload it and never darken Volvos door again! Is that the new Euro 6 engine then? I suspect a lot of manufacturers will suffer reliability problems as the complexity of emission control increases exponentially.

Coming back to Avant's quest for a new car, I had forgotten his need for something higher riding. There is of course the RAV4 or the Honda CRV, although neither will drive like a VRS. I've been a lurker on some US forums lately and the C max seems very pleasing to owners over there.

Craig - the salesman says that the V60 EGR problem affected only early models with the D4 engine (well he would wouldn't he). Do you know if it's a problem for newer ones? I'll probably wait for the 2017 model year version if I do go for a V60.

The salesman is talking through his hat, I'm afraid. On the Volvo UK forums, the EGR valve / cooler problem is affecting ALL models and model years fitted with Volvo's new VEA D4 engine (the twin-turbo version), from 2014 to present day (S/V60, XC60, V40).

I am on good terms with my supplying dealer (the biggest Volvo chain in the country) and the dealer service manager confirms this is the case. As mentioned, my car is getting its second replacement EGR valve and cooler next week. Some cars are on their third replacement. Volvo is apparently "close to a permanent fix" for the problem. However, it's taken them two years since the VEA engine was launched ... and counting.

This isn't just a UK problem, either - it's happening in all markets where the D4 engine is available. I would estimate from the Volvo forums that 95% of cars with the D4 engine will develop the problem.

Without wishing to bore you, Volvo chose the heavy-duty EGR route to achieving Euro 6 NOx emissions compliance, rather than AdBlue. So the VEA engine has a watercooled EGR cooler with serpentine passages inside. This seems to be inadequately designed, and quickly clogs up with sooty gunk from the exhaust gas (the tap-off for recycling is before the DPF) and the traces of oil that inevitably finds its way everywhere.

It makes no difference whether owners use premium or supermarket diesel, or what mix of driving owners do (high motorway miles versus urban driving) - it affects all cars, usually within 6 to 9 months and 5,000 - 10,000 miles.

In my view, Volvo has been extremely lucky that, in the majority of cases, this problem doesn't actually affect performance or driveability, it just throws a 'Check Engine' light. Only a fraction of owners have had their cars go into limp mode as a result of the problem.

If more cars were stopping / going into limp mode as a result of this problem, I genuinely think Volvo would be in serious financial mire by now. As it is, it must be costing them an absolute fortune in warranty work, as changing the EGR valve and cooler is at least 3 - 4 hours of workshop time.

It's a shame as it's a cracking engine in a good car: smooth, huge punch and economical too. Volvo Cars has bet its future on this motor, and being a small manufacturer, they need to get it right. I really hope they haven't messed it up by inadequate pre-production testing. As it is, they are risking spoiling the ship for a ha'porth of tar.

Ta for the update and very much hope it all works out well. Hope you will offer regular thoughts.