Volvo S80 1 — Problems & Common Faults
Weaknesses, engine ratings and buying advice
The Volvo S80 I (1998–2006) was Volvo’s P2-platform flagship sedan — ten engine variants, and the spread between the best and worst is enormous. The wrong S80 is a money pit. The right one is a quiet cruiser that asks for very little.
Here’s what breaks: The ETM (Electronic Throttle Module) is the headline failure on 1999–2001 turbocharged petrol models. The throttle body’s internal electronics fail, causing sudden power loss at highway speed. Volvo faced class-action litigation, but most cars are now outside that coverage. Replacement: $600–1,200. Any 1999–2001 turbo petrol S80 needs ETM status confirmed before purchase.
The B6294T 2.9L twin-turbo inline-six (T6) is the performance engine and the most expensive to maintain. It’s paired exclusively with the GM 4T65E automatic transmission — a gearbox that was marginal for the torque output from day one. Documented failures at approximately 130,000 km: slipping, harsh shifts, complete loss of forward gears. Rebuild: $2,500–4,500. The T6 also runs hotter than the other engines, accelerating coolant hose degradation and turbo oil feed line coking.
The B5244S 2.4L naturally aspirated five-cylinder (140 hp) is the safest pick. No turbo, no ETM issue, and the Aisin-Warner automatic is far more robust than the GM unit. Understressed at 140 hp from 2.4 liters, it runs past 300,000 km with oil changes and timing belt service.
The D5244T 2.4L D5 diesel (163 hp) is the European long-distance champion. Strong torque, excellent fuel economy, and the same Aisin automatic. Injector failures and turbo actuator wear are the known items from 150,000 km, but parts availability is excellent.
Across all five-cylinder engines: the PCV (positive crankcase ventilation) oil trap system clogs with age. When it blocks, crankcase pressure builds, pushes oil past every seal in the engine, and triggers a cascade of leaks. Replacement: $200–400 for parts, straightforward labor. A clogged PCV on a P2 Volvo mimics multiple expensive failures simultaneously — always check this first before authorizing other seal work.
Front control arm bushings wear from 80,000–120,000 km — clunking over bumps. CV joints click on full lock turns ($300–600 per side).
Test-drive checklist: Warm idle: any ETM hunting (rpm fluctuating 200–300 rpm without input)? T6: transmission — does it shift cleanly through all gears under moderate throttle? Any flare or slip on the 2–3 shift = gearbox on borrowed time. All engines: oil filler cap — sludge or mayonnaise = PCV failure or worse. D5: turbo spool — hesitation or black smoke under load. Suspension: clunking over low-speed bumps.
2026 market: B5244S and D5244T from $1,500–5,000 / $1,500–4,500. T6 from $2,000–5,500 / $1,500–5,000. The T6 premium reflects desirability, not reliability.
Insider pick: B5244S 2.4 NA or D5244T diesel, 2004–2006, manual, documented gearbox fluid change — the naturally aspirated five-cylinder sidesteps every expensive failure mode the S80 is known for. The diesel adds torque and economy. Avoid the T6 unless the transmission has been rebuilt with documentation. Cross-reference: XC70 I shares the P2 platform with identical engine and suspension components.
272 PS
S80 · Benzin
Biturbo six from Gothenburg
Fun to Drive!272 PS
2.8L T6 Benzin
1 weaknesses
Good Choice185 PS
2.4L D5 Diesel
7 weaknesses
Stay Away!Generations
Engine Overview
The Volvo S80 1 is available with 10 engine variants — from 140 to 272 hp. 3 variants had engine changes — the model year is crucial.
Classic 2.4-litre five-cylinder common-rail diesel of the first D5 generation, a durable long-runner with 400,000 km potential given proper maintenance. The characteristic smooth, gruff five-cylinder note defines it. Its central weak spot is injector sealing in the cylinder head: as the clamp torque relaxes, combustion gases escape past the copper sealing washer and bake into hard carbon known as Black Death, seizing the injector and in the worst case damaging the head. Drive is via a timing belt including the water pump, which must be replaced strictly to interval since this is an interference design that suffers catastrophic valve and piston damage on belt failure. The EGR valve tends to soot up and hydraulic tappets can tick cold from around 100,000 km on poor oil. Key points: approved oil only, regular injector checks, and a strict belt interval.
- !! Injector seal leaking (Black Death) from 150,000 km
The copper ring seal under the injectors fails to seal properly. Hot exhaust gas escapes, burning oil and forming black soot crusts around the injectors — known as Black Death.
Symptoms: Black soot crusts visible around injectors, diesel/exhaust smell in engine bay, misfires, rough engine running. - !! Timing belt + water pump from 160,000 km
The timing belt including the water pump must be renewed by interval at the latest. The engine is an interference design: a belt failure or jump brings valves into piston contact, meaning catastrophic engine damage. A failing water pump or tensioner pulley often triggers the break.
Symptoms: Squealing or rattling from the belt drive, coolant loss from a leaking water pump; after a break the engine no longer starts and cranks unusually freely. - !! EGR valve sooted from 140,000 km
Over time soot deposits in the EGR valve so it no longer opens or closes fully. This causes power fluctuation and increased smoke. Heavier coking in the EGR tract risks follow-on damage in the intake area.
Symptoms: Fluctuating power under acceleration, black smoke, hesitation at low rpm, check engine light, occasional limp mode.
+ 3 more engine weaknesses + vehicle weaknesses
Developed 2.4-litre five-cylinder common-rail diesel in its second stage, now with a diesel particulate filter and swirl-flap intake manifold to meet tighter emissions standards. This brings extra weak spots: the swirl-flap linkage with its plastic ball joints tends to disconnect once soot raises the flap resistance, throwing fault code P2015 and limp mode. In the worst case a snapped flap element can be ingested. The DPF clogs under predominant short-trip use because regeneration temperature is never reached. The familiar injector seal in the head stays critical: leaking copper washers lead to Black Death. Timing-belt drive including the water pump, an interference engine, so keep the belt interval strict. The EGR tends to soot up. Long motorway runs for clean regeneration and consistent injector maintenance are advisable.
- !! Injector seal leaking (Black Death) from 150,000 km
The copper seal under the piezo injectors no longer seals properly. Combustion gases escape, burn the engine oil, and form black carbon crusts around the injectors — costly problem on the D5244T4.
Symptoms: Black crusts around injectors, soot smell in engine bay, misfires, power loss, increased fuel consumption. - !! Timing belt + water pump from 160,000 km
Replace timing belt every 160,000 km or 10 years. Water pump must be changed at the same time without exception. New belt with old pump is a frequent cause of immediate consequential damage.
Symptoms: No warning. Belt failure leads to total damage with bent valves. - !! Swirl flap linkage breaks from 150,000 km
The swirl flaps in the intake manifold disconnect once soot raises the flap resistance and the plastic ball joint of the linkage fails. Result: fault code P2015 and limp mode. Rarely a snapped flap part can be ingested.
Symptoms: Power loss, limp-home mode, check engine light with P2015, oily deposits around the flap actuator, occasional hesitation at low rpm.
+ 4 more engine weaknesses + vehicle weaknesses
2.0-liter five-cylinder from the Whiteblock modular family with a single turbocharger and intercooler, around 132 kW. Aluminum block with wet liners, driven by a timing belt (interval roughly 160,000 km / 10 years, water pump driven off the same belt) — an interference engine, so a snapped belt bends the exhaust valves. The number one weak spot is the crankcase ventilation system (PCV/oil trap): once it clogs, pressure builds and forces oil past the crank seals and under the spark plug cover. On the turbo this also drives up oil consumption. The early electronic throttle module (ETM/Bosch) is a well-known nuisance with rough idle and limp mode. The exhaust-side CVVT can varnish up over time. With diligent PCV maintenance and a timely belt change it is a long-lived, undramatic engine.
- !! Timing belt + CVVT camshaft adjuster from 120,000 km
Interference engine — timing belt failure means total engine damage. Check CVVT unit during belt change; seals age and oil can enter the timing belt area, destroying the belt prematurely.
Symptoms: No warning before belt breaks. CVVT fault: rattling noise on cold start, rough idle. - !! PCV hose cracks — oil on engine from 100,000 km
The PCV hose from the engine block to the separator box develops cracks on the underside that are invisible from above. Result: oil accumulates on top of the engine and in the spark plug wells.
Symptoms: Oil accumulation on top of engine, oil in spark plug tubes, whistling noise under load, slight oil consumption. - !! ETM electronic throttle unit faulty from 130,000 km
The electronic throttle module (ETM) wears out through internal contact corrosion and loose connectors. Mainly affects vehicles up to 2002. Volvo extended the warranty to 10 years. Rebuilt units available.
Symptoms: Check engine light, reduced power, limp mode, engine stalls at idle, fluctuating idle speed.
+ 2 more engine weaknesses + vehicle weaknesses
Naturally aspirated member of the transverse-mounted whiteblock family, sturdy cast-iron block with aluminium head, regarded as very durable with proper care (250,000 km plus). Driven by a timing belt that must be replaced every 120,000 km or 8 years together with tensioner and water pump — if it snaps the valves bend, this is an interference engine. Low-end torque is modest but it revs freely. The Achilles heel is the crankcase ventilation (oil separator), which clogs when neglected and pushes oil past the seals. When buying, insist on a clean service history and a documented belt change.
- !! Timing belt replacement mandatory from 160,000 km
Timing belt must be replaced every 160,000 km or 10 years — including water pump and tensioner. Neglect inevitably leads to valve damage and total engine failure.
Symptoms: No warning before belt breaks. Vehicle suddenly fails to start or engine makes loud banging. - !! Camshaft adjuster migrates and fails to seal from 180,000 km
The camshaft adjuster of the B5244S can migrate outward by up to 5 mm. The green O-ring slides over an edge and engine oil sprays between the timing sprocket and valve cover. Replacement part costs approximately €360.
Symptoms: Oil loss at the timing side, oil mist in engine bay, check engine light for camshaft position - !! PCV oil separator clogged from 120,000 km
The plastic PCV oil separator (oil trap) housing becomes brittle and clogs internally with sludge. Elevated crankcase pressure forces oil past seals, causing leaks.
Symptoms: Rough idle, whistling noise from engine, oil mist from breather hoses, oil spots under the vehicle.
+ 4 more engine weaknesses + vehicle weaknesses
Evolved naturally aspirated whiteblock with revised engine management and an electronic throttle (first-generation Magneti Marelli module). Cast-iron block, aluminium head, timing-belt drive — an interference engine, so renew the belt with tensioner and the belt-driven water pump every 120,000 km or 8 years to avoid valve damage. Refinement and longevity are good as long as the crankcase ventilation stays clear; a clogged oil separator raises crankcase pressure and pushes seals out. The electronic throttle can become temperamental with age. Clean servicing and regular oil changes are decisive.
- !! Timing belt replacement mandatory from 160,000 km
The timing belt also drives the water pump. Belt failure or skipping causes immediate engine damage. Replacement interval 160,000 km or 10 years including water pump.
Symptoms: No warning before belt breaks. Sudden stall or loud rattling signals damage. - !! Cam phaser (VVT) oil leak from 150,000 km
The seal of the intake camshaft phaser hardens and starts to leak. Oil collects around the belt area, can contaminate the timing belt and in the worst case shorten its life. A typical whiteblock theme as mileage rises.
Symptoms: Oil traces around the timing belt area, oily belt cover, in rare cases belt contamination; usually no power loss. - !! PCV oil separator clogged from 120,000 km
The plastic PCV oil separator housing becomes brittle and clogs internally with sludge. Elevated crankcase pressure forces oil past seals — typical Volvo five-cylinder problem.
Symptoms: Rough idle, whistling noise, oil mist from breather hoses, oil spots under the vehicle.
+ 3 more engine weaknesses + vehicle weaknesses
Turbocharged whiteblock five-cylinder with low compression and friendly, early torque — stronger and more flexible than the NA version while remaining mechanically solid. Cast-iron block, timing-belt drive (interference engine): replace belt, tensioner and water pump every 120,000 km or 8 years. Two typical weak spots shape its reputation: the Magneti Marelli electronic throttle module, which wears and triggers expensive limp mode, and the crankcase ventilation, which clogs and forces oil pressure into the seals. The turbo itself is robust but tends to leak at the oil return line. Check the service history carefully.
- !! ETM electronic throttle unit faulty from 100,000 km
The Electronic Throttle Module (ETM) has a wearing carbon track in the position sensor. When it fails, the vehicle enters limp mode. Older engines are frequently affected.
Symptoms: Engine runs rough, stalls when braking, idle surges, ETS warning light on, vehicle enters limp mode. - !! Timing belt + CVVT camshaft adjuster from 160,000 km
Timing belt replacement every 160,000 km. The CVVT camshaft adjuster on the exhaust cam makes the job more complex. A rough adjuster or faulty solenoid causes camshaft faults P0340/P0365.
Symptoms: Check engine light, hesitation under acceleration, hard starting, camshaft sensor fault after timing belt change. - !! PCV oil separator clogged from 100,000 km
Plastic hoses and oil separator become brittle from heat and oil mist. Blockages create vacuum in the crankcase which draws oil out past camshaft and crankshaft seals.
Symptoms: Whistling suction noise in engine bay, oil seeping at rear main seal, rising oil consumption, rear of engine oily.
+ 2 more engine weaknesses + vehicle weaknesses
Higher-output turbo whiteblock with continuously variable intake cam timing (CVVT) for better response and broader torque. Low-compression cast-iron block, good-natured turbo, very durable overall when serviced properly. Timing-belt drive as an interference engine: renew belt, tensioner and water pump every 120,000 km or 8 years. The main themes are the ageing Magneti Marelli throttle module (expensive limp mode), the clogging crankcase ventilation, and oil leaks from the cam-phasing system as well as the turbo oil return line. The CVVT unit needs clean, fresh oil or the phasing becomes sluggish.
- !! ETM electronic throttle unit faulty from 100,000 km
ETM carbon track wears out and causes failures. Known problem on older S60/V70 model years. Short trips in cold climates accelerate wear.
Symptoms: Engine dies when stopping, rough idle, ETS warning light, limp mode under load. - !! Timing belt + CVVT adjuster from 160,000 km
Replacement interval 160,000 km; check CVVT hub for roughness during service. An overdue timing belt and an old water pump are common causes of engine damage on these engines.
Symptoms: No warning before belt breaks. Rough running after belt replacement points to CVVT fault. - !! PCV oil separator clogged from 100,000 km
Typical problem on all Volvo five-cylinders: plastic hoses become brittle, oil separator clogs. Crankcase vacuum draws oil past seals.
Symptoms: Whistling noise, oil leak at rear crankshaft seal, rising oil consumption.
+ 2 more engine weaknesses + vehicle weaknesses
2.5-liter five-cylinder, the widely used standard Whiteblock turbo variant with a Mitsubishi TD04L charger and around 154 kW. Aluminum block with wet liners, timing-belt driven (interval roughly 120,000 km / 10 years, water pump runs off it) — an interference engine, so a snapped belt bends the exhaust valves. The crankcase ventilation system (PCV/oil trap) is the typical weak spot: when it clogs, crankcase pressure rises, forcing oil past the valve cover gasket and crank seals, and on the turbo it drives up oil consumption. The turbo oil-drain seal is prone to leaking. The valve cover gasket hardens with age and weeps. Overall a smooth, mature engine with moderate output that reaches high mileage without trouble given consistent PCV care and synthetic oil.
- !! Timing belt + water pump mandatory from 160,000 km
Replacement interval 160,000 km or 10 years. Timing belt drives water pump. An old pump failing after a belt change can instantly destroy the new belt.
Symptoms: No warning signal. Missed service causes engine damage without warning. - !! PCV oil separator clogged from 100,000 km
Plastic PCV system hoses become brittle and crack, separator clogs with sludge. Crankcase vacuum draws oil past camshaft and crankshaft seals.
Symptoms: Whistling noise from under bonnet, oil spots on underbody at rear of engine, rising oil consumption, smoke from engine bay. - !! Turbo drain pipe seal leaking from 150,000 km
The turbocharger oil drain line seals with O-rings that stretch at higher mileage. Oil loss at the turbo housing and increased oil consumption follow.
Symptoms: Blue smoke after coasting, oil accumulation under the vehicle near the turbo, oil consumption 0.5–1 L per 1,000 km.
+ 2 more engine weaknesses + vehicle weaknesses
Transverse-mounted 2.8-litre inline-six with small twin-turbos and continuously variable valve timing (CVVT). Belt-driven timing — keep replacement intervals strict and renew the CVVT hubs, water pump, tensioner and camshaft seals together with the belt. The CVVT phasers wear and can cause cold-start rattle. The PCV oil-separator diaphragm clogs over time and builds crankcase pressure that pushes seals and gaskets out — service around 150,000 km is mandatory. The tight installation makes many jobs labour-intensive. Well maintained it is a smooth, torque-rich unit.
- !! Fuel pump fails from 150,000 km
Fuel pump on the B6284T has a limited service life and can fail prematurely given the T6's high fuel consumption. Pressure drop leads to hard starting and lean running.
Symptoms: Hard starting, engine stumbling under load, power loss, possible emergency shutdown.
Transverse 2.9-litre inline-six, evolution of the T6 with twin-turbos and CVVT. Belt-driven timing — keep the interval strict and renew the water pump, tensioner, CVVT hubs and camshaft seals with the belt. The CVVT phasers are the classic weak point and rattle on cold start when worn. The water pump is driven off the power-steering pump ancillary drive; its bearing can fail at higher mileage. The PCV diaphragm clogs and builds crankcase pressure — neglected, it harms turbo oil drainage and seals. Look after timing belt, PCV and turbo oil supply and it is a refined, strong six.
- !! Water pump and bearing failure from 180,000 km
The water pump, driven off the power-steering pump ancillary drive, and its bearing tend to fail at high mileage — risking coolant loss and overheating. The smooth inline-six tolerates overheating poorly and head-gasket damage can follow. Always renew the water pump with the timing belt.
Symptoms: Coolant loss, puddle under the engine, grinding or whining noise from the pump, rising coolant temperature, sweet smell. - !! Turbocharger oil feed strainer clogged from 180,000 km
The oil feed strainer to the B6294T turbocharger can block, interrupting oil supply to the turbo shaft. Without sufficient oil, the shaft runs dry and the turbocharger is irreparably damaged in a short time.
Symptoms: Loud screaming or rattling from turbo, power loss, blue smoke, metal particles in oil - !! PCV diaphragm tears — oil consumption rises from 120,000 km
The B6294T PCV diaphragm tears with age and allows oil mist to escape into the intake tract. Besides elevated oil consumption, catalytic converter clogging is a risk. Repair: membrane alone takes approx. 15 min; replacing the whole box is preferred.
Symptoms: Hissing noise on cold start warm-up, elevated oil consumption, oil in air filter housing
This high-pressure turbocharged two-litre five-cylinder was developed specifically for markets with displacement-based taxation, using boost to reach a power level normally associated with larger-capacity engines. Response below roughly 2,800 rpm is sluggish, but the engine pulls hard once boost builds. The crankcase ventilation system and its oil trap tend to gum up with age, which can cause oil to seep from several seals — the connecting hoses are worth checking regularly. The seal on the turbo oil return line is another well-known wear point and should be replaced promptly if oil traces appear on the underbody. From model year 1999 onward, a Magneti Marelli electronic throttle module was fitted; its potentiometer wears over the years and can cause a rough idle or trigger limp-home mode. The timing belt and water pump must be replaced strictly within the prescribed interval, since a snapped belt causes valve damage. With a solid maintenance history, the drivetrain is considered robust and suitable for daily use.
- !! Overdue timing belt and water pump service from 150,000 km
On this engine the timing belt also drives the water pump and must be replaced at the latest every 150,000 km or ten years. If the belt snaps, pistons and valves collide and the engine suffers total failure.
Symptoms: Usually no warning when service is due; a snapped belt causes sudden engine stoppage - !! Oil trap / crankcase ventilation gums up from 150,000 km
The crankcase ventilation oil trap clogs with oil sludge over the years. The resulting crankcase overpressure forces oil past nearby seals and hoses, causing visible oil seepage in the engine bay.
Symptoms: Oily smell and oil film in the engine bay, damp hoses around the oil trap, occasional slight oil loss with no obvious leak point - !! Turbo oil return line leak from 150,000 km
The O-ring on the turbocharger's oil return line hardens with age and starts leaking. Escaping oil spreads across the underbody and can visibly smoke off the hot exhaust.
Symptoms: Oil traces on the underbody behind the turbocharger, a burning smell under high load, dropping oil level with no visible puddle
+ 1 more engine weaknesses + vehicle weaknesses
Vehicle Weaknesses
| Weakness | Cost | |
|---|---|---|
| Automatic gearbox — costly replacement candidate The automatic transmission in the S80 I is considered failure-prone and costly to replace. Repair at a specialist costs €3,000–4,000; Volvo dealers charge up to €6,000–8,000. Regular fluid changes delay failure. Symptoms: Gearbox stops upshifting, vehicle only creeps in first gear, gearbox jumps into neutral from 150,000 km | High | |
| Geartronic automatic wears out without fluid change The Geartronic automatic gearbox in the S80 I requires a fluid change every 50,000–60,000 km. Volvo declared it maintenance-free — which has led to premature failure in many examples. Symptoms: Jerky gear changes, gearbox shifts too late or too early, slip feeling when accelerating from 120,000 km | Medium | |
| AWD angle gear (bevel gear) wear On the rare AWD versions the splined collar sleeve on the angle gear strips out. Drive no longer reaches the rear axle and the car runs as front-wheel drive only. Repair by replacing the sleeve or the angle gear assembly. Symptoms: Whining or droning noise from ahead of the centre tunnel, AWD no longer engages, traction control light flashes under acceleration from 150,000 km | Medium | |
| AW55-50SN Geartronic: harsh shifting and shift shock The AW55-50SN automatic suffers from solenoid and valve-body wear, especially before the 2003 update. When hot it produces harsh 1-2 and 2-3 shifts and shudder. A valve-body rebuild or the B4 servo update resolves it. Symptoms: Hard shift shock on upshifts when warm, shudder between gears, limp mode, fault code P0766 stored from 120,000 km | High |
Top Reported Issues
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Known Problems and Issues +
A total of 68 weaknesses have been documented for the Volvo S80 1 (1998–2006) — 54 engine-related and 14 vehicle-related. 2 problem engines: D5244T (2.4L D5), D5244T4 (2.4L D5). Typical issues affect Gearbox, Suspension, Electronics, Cooling. Considered reliable: B6284T (2.8L T6).
S80 (D5244T, 2001–2006) — Stay Away!: Injector seal leaking (Black Death), Timing belt + water pump, EGR valve sooted. Power: 163 PS.
S80 (D5244T4, 2005–2006) — Stay Away!: Injector seal leaking (Black Death), Timing belt + water pump, Swirl flap linkage breaks. Power: 185 PS.
S80 (B5244S, 1998–2006) — Be Careful: Timing belt replacement mandatory, Camshaft adjuster migrates and fails to seal, PCV oil separator clogged. Power: 170 PS.
S80 (B5244T, 1998–2006) — Be Careful: ETM electronic throttle unit faulty, Timing belt + CVVT camshaft adjuster, PCV oil separator clogged. Power: 200 PS.
S80 (B5244T3, 1998–2006) — Be Careful: ETM electronic throttle unit faulty, Timing belt + CVVT adjuster, PCV oil separator clogged. Power: 200 PS.
S80 (B5254T2, 1998–2006) — Be Careful: Timing belt + water pump mandatory, PCV oil separator clogged, Turbo drain pipe seal leaking. Power: 209 PS.
S80 (B5244S2, 1999–2006) — Be Careful: Timing belt replacement mandatory, Cam phaser (VVT) oil leak, PCV oil separator clogged. Power: 140 PS.
S80 (B5204T3, 1999–2000) — Be Careful: Overdue timing belt and water pump service, Oil trap / crankcase ventilation gums up, Turbo oil return line leak. Power: 226 PS.
S80 (B5204T5, 2000–2006) — Be Careful: Timing belt + CVVT camshaft adjuster, PCV hose cracks — oil on engine, ETM electronic throttle unit faulty. Power: 179 PS.
S80 (B6294T, 2002–2006) — Be Careful: Water pump and bearing failure, Turbocharger oil feed strainer clogged, PCV diaphragm tears — oil consumption rises. Power: 272 PS.
What to watch out for with the Volvo S80? See the detailed listing of all engine and vehicle weaknesses in the sections above.
Frequently Asked Questions
What problems and weaknesses does the Volvo S80 1 have? +
What should I look for when buying a used Volvo S80 1? +
Which engine is recommended? +
Which Volvo S80 1 engine is the most reliable? +
Which Volvo S80 1 engine is the most fun? +
Is the Volvo S80 1 worth buying used? +
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Last updated: February 2026 · All information without guarantee