Volvo S60
First Drive-E turbocharged four-cylinder with 2.0 litres and 140 kW, Volvo's completely redesigned engine family from 2013. Direct injection, twin-scroll turbocharger, and variable oil pump. Light aluminium open-deck block for low fuel consumption; watch for thermostat problems on early build dates.
Solid everyday performance
Ample power for relaxed long-distance travel. Not a sports car, but a reliable companion without signs of fatigue.
Engine Weaknesses 6
All Drive-E four-cylinders use a timing belt rather than a chain. Change interval is 120,000–150,000 km (some sources: 12–16 years). Earlier change recommended at high mileage.
Symptoms: No warning before sudden failure; occasional belt squeal with failing tensioner
Drive-E engines from early production years (2013–2016) show a known piston ring problem with increased oil consumption. A class action lawsuit in the USA documented the issue. Rings were revised from MY2016.5.
Symptoms: Heavy oil consumption (1 L / 1,000 km or more), blue smoke from the exhaust especially on acceleration, frequent top-ups required
The Drive-E four-cylinders (VEP4) were fitted with low-tension piston rings to reduce friction. Result: elevated oil consumption, especially in the early production phase 2014–2016. Volvo extended the warranty to 8 years/160,000 km.
Symptoms: Dropping oil level without visible leaks, occasional blue smoke, oil consumption above 0.5 L/1,000 km
The PCV system of the Drive-E T4 tends to clog with extended oil change intervals. Positive crankcase pressure forces oil past seals and accelerates oil consumption through the piston rings.
Symptoms: Overpressure at oil filler, oil in air filter housing, smoke from breather, oil cap blows off
The rubber boost hoses between the turbocharger and intercooler age and crack. Typical problem on Drive-E engines after 100,000 km. Pressure loss leads to power drop and engine fault codes.
Symptoms: Sudden power loss, whistling noise under load, check engine light, turbo underboost fault code
Some Drive-E T4/T5 engines exhibit idle hunting between 900 and 1,700 rpm. Causes include the lambda sensor, throttle actuator or software. Often resolved by an ECU update.
Symptoms: Irregular idle speed, rpm spikes to 1,500–1,700 rpm without driver input, idle shudder
Vehicle Weaknesses 9
Loose flange nuts on the rear toe link can abruptly worsen handling. Check for Volvo recall; affects S60 and V60 from September 2018.
MOT reports criticise above-average wear on tie rod ends, ball joints and suspension bushings at the front axle of the S60 III and V60 III. This occurs earlier with heavier engine variants or sporty driving.
On the S60 III and V60 III, the optional panoramic sunroof drainage channels block with leaves and dirt. Backed-up water enters the interior, often under the dashboard or onto the rear seat.
The electric tailgate on the V60 II shows malfunctions from 20,000–40,000 km, fails to close fully or responds with a delay. Known issue on SPA models from model year 2019 onwards.
The rain sensor, parking aid and adaptive lighting on early S60 III/V60 II show software faults. Creaks and clicks from the dashboard and door trims are also widespread.
Rear brake pads wear faster than the fronts on the S60 III and V60 II. Electric parking brake and automatic braking functions accelerate the wear further.
The interior trim on the S60 III (and V60 III) is considered insufficiently heat-stable. Temperature fluctuations create annoying clicks and creaks in the door trims, dashboard and seat area.
Software updates for the S60 III can resolve existing issues with the rain sensor, parking aid, power steering support or adaptive lighting, but sometimes introduce new faults. Volvo has not yet fully mastered the electronics.
MOT reports show above-average brake disc wear on the S60 III/V60 III. On plug-in hybrids in particular, rarely used brake discs corrode quickly due to predominant use of regenerative braking.
Reports & Tests
4 owner complaints filed with NHTSA (2018–2024). Most reported: Other (1), Electrical (1), Engine (1).