Volvo S60 1
Weaknesses, engine ratings and buying advice
The S60 I (2000-2009) on the P2 platform was Volvo's first true sports saloon — the Swedish answer to the 3 Series and A4, with the indestructible Whiteblock five-cylinder under the hood and its characterful five-pot growl. Today a youngtimer with cult potential that offers a lot of substance for little money, provided the service history checks out. Dated to look at, fundamentally honest underneath.
The engines are the big strength: the Whiteblock petrols B5244/B5254 (2.4 and 2.5 turbo) are robust long-runners that manage 300,000 km and more if oil and timing belt are kept up. The belt needs renewing every 120,000-160,000 km (kit with water pump 400-700 EUR) — otherwise catastrophic engine damage. The D5244T diesel (2.4 D5) is strong and smooth but tends to chew swirl flaps and struggles with pre-chambers and injectors. Safe buys are the milder, lightly boosted 2.4 petrols; the up-to-300 hp R engine is enthusiast territory with its own costs and wear parts.
Classic weak spots: the ETM (electronic throttle, Magneti-Marelli) on 2000-2004 cars fails in droves — rev fluctuations, limp mode, stalling; replacement or cleaning 300-600 EUR. The audio/nav unit suffers cold solder joints (flickering display, sound dropouts). The Geartronic torque-converter auto wants fresh fluid every 60,000 km or it shifts harshly and jolts. On the Haldex AWD, oil and filter changes are mandatory (every 60,000 km, or the clutch dies, 400-800 EUR). Suspension: control arms and wheel bearings wear out (150-300 EUR each), front top mounts knock over bumps.
Test-drive red flags: juddering throttle response or limp-mode light (ETM), black smoke and sluggish pull on the diesel (swirl flaps), harsh Geartronic shifts, front knocking on turn-in (top mounts), flickering in the dash display, Haldex rattle in slow cornering.
Bodywork-wise the P2 is pleasingly rust-resistant, but subframes, washer bottles and rear silencers like to corrode; a look at the underbody and strut towers pays off. The interior holds up well, only the seat heating and odd buttons give out over the years.
2026 market price: running examples from around 1,900 EUR, tidy D5 or 2.4T between 3,500 and 6,000 EUR, R models as collectibles well above. The market is small and good documented cars are sought after. Insider pick: a 2.4T or D5 with a manual, full service book and documented timing-belt change — a cheap, honest Swede with collector upside and a solid store of value.
300 PS
S60 · Benzin
Volvo R — proof that Volvo can do sport
Legendary!181–185 PS
2.4L D5 Diesel
7 weaknesses
Stay Away!Generations
Engine Overview
The Volvo S60 1 is available with 6 engine variants — from 140 to 299 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
Turbocharged whiteblock five-cylinder with continuously variable intake cam timing (CVVT), strong in the mid-range and mechanically solid. Low compression, cast-iron block, timing-belt drive as an interference engine — belt, tensioner and water pump should be renewed every 120,000 km or 8 years. With higher mileage, raised oil consumption from hardened valve stem seals (blue smoke after idle/cold start) and the usual whiteblock themes dominate: ageing Magneti Marelli throttle module, clogging crankcase ventilation, leak at the turbo oil return line. Piston-ring trouble is rarer on this older series than the valve stem seals. Fresh oil changes and clear ventilation extend engine life considerably.
- !! ETM electronic throttle unit faulty from 100,000 km
ETM position sensor wears out. Vehicle goes into limp mode. Problem particularly common on vehicles under 100,000 km dominated by short trips.
Symptoms: Unstable idle, engine stalls at traffic lights, ETS light, no power in limp mode. - !! Timing belt + CVVT adjuster from 160,000 km
Replace timing belt every 160,000 km or 10 years including water pump, tensioner, and idler pulley. Check CVVT hub for smooth operation to avoid camshaft errors after replacement.
Symptoms: No warning. After replacement: camshaft sensor fault P0340/P0365 with defective CVVT hub. - !! PCV oil separator clogged from 100,000 km
Typical Volvo five-cylinder problem: plastic PCV housing becomes brittle, oil separator clogs internally with sludge. Result: crankcase overpressure and oil leakage.
Symptoms: Whistling suction noise, oil spots under the vehicle, rising oil consumption, oil leak at the rear of the engine.
+ 3 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
2.5-liter five-cylinder in the high-performance R specification with a BorgWarner K24 turbo and dual VVT, around 221 kW — the most powerful naturally-aspirated-manifold Whiteblock variant. Aluminum block with wet liners, timing-belt driven (interval roughly 120,000 km / 10 years including the belt-driven water pump) — an interference engine, so a snapped belt bends the exhaust valves. The high specific output pushes turbo, PCV and piston rings to the limit: elevated oil consumption is common, often from worn oil control rings on the heavily loaded cylinder two. The rods are stock-strong, but boost spikes from aggressive tuning can bend them — though usually the liners crack before that happens. The K24 demands clean synthetic oil, short intervals and cool-down time, or the bearing cokes. The PCV ventilation must stay especially free at this pressure level. A characterful but maintenance-intensive engine.
- !! PCV oil separator critical on high-performance engine from 80,000 km
The high-performance R engine generates more blow-by than standard engines. The PCV system must be absolutely tight. A clogged separator quickly leads to seal damage and oil loss.
Symptoms: Oil mist from breather, heavy oil leak at rear of engine, elevated oil consumption by 5,000 km oil change interval. - !! Turbocharger bearing wear from 150,000 km
The heavily loaded turbocharger of the R engine shows premature bearing wear when oil changes are neglected or substandard oil is used. Cold starts without warm-up promote damage.
Symptoms: Whistling or rattling turbo noise, power loss, blue smoke, oil visible in intercooler. - !! Timing belt with water pump from 160,000 km
Replacement interval 160,000 km. In the S60R/V70R this is especially important as total engine damage from a belt failure is even more costly given the high-performance specification. Include water pump replacement.
Symptoms: No warning signal. Belt failure causes immediate engine damage from valve collision.
+ 2 more engine weaknesses + vehicle weaknesses
Vehicle Weaknesses
| Weakness | Cost | |
|---|---|---|
| ABS/DSTC module solder joint failure The ABS/DSTC module (BCM) on the P2 platform fails due to cracked solder joints, typical fault code BCM-0070. ABS, traction control and stability program drop out. Re-soldering or replacement needed; a swap requires programming. Symptoms: ABS, TRACS and DSTC warning lights on, hard brake pedal response, cruise control disabled, fault code BCM-0070. from 160,000 km | Medium | |
| Instrument cluster (DIM) failure The instrument cluster of early P2 models suffers from cracked solder joints on the circuit board. Needles drop to zero intermittently, gauges flicker or the backlight dies. In the final stage it goes completely dead. Repairable by re-soldering. Symptoms: Speedometer and tacho needles drop to zero, fuel gauge erratic, display flickers or goes dark, pixel dropout in the info display. from 150,000 km | Low | |
| Radio/navigation fails due to cold solder joints The audio and navigation system on the P2 platform (S60 I, V70 II, XC70 I) fails due to cold solder joints in the RTI control unit. Replacement costs €700 and up; professional re-soldering is cheaper. Symptoms: Black screen, navigation sporadically fails to start, audio system fails from 130,000 km | Medium |
Top Reported Issues
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Known Problems and Issues +
A total of 72 weaknesses have been documented for the Volvo S60 1 (2000–2009) — 57 engine-related and 15 vehicle-related. 3 problem engines: B5254T4 (2.5L Turbo R), D5244T (2.4L D5), D5244T4 (2.4L D5). Typical issues affect Electronics, Suspension, Gearbox, Brakes.
S60 (D5244T, 2001–2009) — Stay Away!: Injector seal leaking (Black Death), Timing belt + water pump, EGR valve sooted. Power: 163 PS.
S60 (D5244T4, 2005–2009) — Stay Away!: Injector seal leaking (Black Death), Timing belt + water pump, Swirl flap linkage breaks. Power: 185 PS.
S60 (B5244S, 2000–2009) — Be Careful: Timing belt replacement mandatory, Camshaft adjuster migrates and fails to seal, PCV oil separator clogged. Power: 140 PS.
S60 (B5244S2, 2000–2009) — Be Careful: Timing belt replacement mandatory, Cam phaser (VVT) oil leak, PCV oil separator clogged. Power: 170 PS.
S60 (B5244T, 2000–2009) — Be Careful: ETM electronic throttle unit faulty, Timing belt + CVVT camshaft adjuster, PCV oil separator clogged. Power: 200 PS.
S60 (B5244T3, 2000–2009) — Be Careful: ETM electronic throttle unit faulty, Timing belt + CVVT adjuster, PCV oil separator clogged. Power: 200 PS.
S60 (B5204T5, 2001–2009) — Be Careful: Timing belt + CVVT camshaft adjuster, PCV hose cracks — oil on engine, ETM electronic throttle unit faulty. Power: 179 PS.
S60 (B5254T2, 2001–2009) — Be Careful: Timing belt + water pump mandatory, PCV oil separator clogged, Turbo drain pipe seal leaking. Power: 209 PS.
S60 (B5254T4, 2003–2009) — Stay Away!: PCV oil separator critical on high-performance engine, Turbocharger bearing wear, Timing belt with water pump. Power: 299 PS.
S60 (B5244T5, 2005–2009) — Be Careful: ETM electronic throttle unit faulty, Timing belt + CVVT adjuster, PCV oil separator clogged. Power: 260 PS.
What to watch out for with the Volvo S60? See the detailed listing of all engine and vehicle weaknesses in the sections above.
Frequently Asked Questions
What problems and weaknesses does the Volvo S60 1 have? +
What should I look for when buying a used Volvo S60 1? +
Which engine is recommended? +
Which Volvo S60 1 engine is the most fun? +
Is the Volvo S60 1 worth buying used? +
What horsepower variants are available for the Volvo S60 1? +
Last updated: February 2026 · All information without guarantee