Volvo V40 2
Weaknesses, engine ratings and buying advice
The V40 II (2012-2019) was Volvo's attempt to fight in the Golf segment: premium feel, loads of safety tech, but Ford genetics underneath from the Focus platform. As a used car it's a solid, characterful compact with decent build quality, as long as you look hard at engine and gearbox. The Cross Country added cladding and a touch more ground clearance, mechanically identical to the standard V40.
On the drivetrain: the early B4164T petrols (1.6 GTDi EcoBoost, Ford block) are usable but no highlight — timing chain and turbo want attention. The Drive-E four-cylinders from 2015, B4204T19/T23 (T3/T4/T5), are punchy and basically a safe buy, but demand meticulous oil changes every 15,000 km — the VEA timing chain hates stretched intervals and otherwise stretches. Among the diesels the D4204T VEA units (D2/D3/D4) are the efficient pick; the 150 hp D3 is the sensible commuter, the D2 with under 4 l/100 km the economy champ. The 3-cylinder B3154T (1.5) arrived late and is rare.
The big warning is the gearbox: the Powershift dual-clutch 6DCT450 (Magna/Getrag, shared with Ford) judders, jolts on take-off and likes to leak oil at the mechatronics. Repair or replacement quickly runs 1,500-3,000 EUR, often from as little as 80,000-120,000 km. Clear advice: buy the manual or seek out the later Aisin torque-converter autos — avoid Powershift wherever you can.
Other weak spots: springs and dampers wear early (set 400-800 EUR), the rear calipers seize and brake unevenly (150-300 EUR per side), the A/C compressor dies after 100,000-150,000 km (600-1,000 EUR), and there's battery drain from control units that won't go to sleep. Model years 2013-2016 had a fire recall over coolant leaking near the heater — check it's been done before buying.
Test-drive red flags: judder and shift shocks from Powershift in stop-and-go, oil traces under the gearbox, dragging or one-sided rear braking, a rattling timing chain on cold start, tired suspension over bumps, assistance-system warning lights.
2026 market price: tidy examples sit around 11,000 EUR median, ranging from roughly 7,700 EUR for high-mileage D2s to over 14,000 EUR for young, well-equipped T models; cheap entry points start near 2,000 EUR, but with risk. Insider pick: a D3 or T3 manual, 2015 onward with a Drive-E engine and a complete service history — cheap, frugal, safe and free of the Powershift risk.
254 PS
V40 · Benzin
Compact and sporty
Fun to Drive!150 PS
2.0L D3 Drive-E Diesel
6 weaknesses
Stay Away!Generations
Engine Overview
The Volvo V40 2 is available with 8 engine variants — from 109 to 254 hp.
Bought-in 1.6-litre four-cylinder turbodiesel from the joint PSA–Ford development (factory code DV6), marketed by Volvo as the DRIVe version — NOT a Volvo in-house design. The same HDi/TDCi engine used in Peugeot, Citroën, the Ford Focus/Fiesta and the MINI Cooper D. SOHC layout with a timing belt and Euro 5, very economical and aimed at high-mileage drivers focused on efficiency. The biggest weak point is the oil-carbon problem: soot and coking oil block the fine gauze in the turbo oil feed pipe as well as the oil-pump pickup strainer in the sump, starving the turbo and, in the worst case, the bearings — running low on oil or stretching service intervals risks turbo or engine failure. Add a short particulate-filter replacement interval, leaking injector seals and, rarely, a cracked block after overheating. Meticulous oil maintenance with quality oil and short intervals is mandatory here.
- !! Timing belt — interval shortened to 140,000 km in 2014 from 140,000 km
The original 240,000 km (150,000-mile) replacement interval of the PSA-derived DV6 was reduced to 140,000 km (87,500 miles) in 2014. Older vehicles maintained on the original interval carry elevated risk.
Symptoms: Sudden engine failure without warning, engine damage on belt snap - !! Engine block can crack under overheating from 130,000 km
On the bought-in PSA/Ford 1.6 diesel the cooling system can build up over-pressure through a failing water pump or neglected coolant loss, which can crack the block or cylinder head. English Volvo forums document cracked blocks after coolant starvation, sometimes already at moderate mileage — at which point only an engine swap helps.
Symptoms: Recurring low-coolant warning, gradual coolant loss, overheating, engine oil in the coolant, white smoke - !! Turbo oil starvation from clogged oil strainer from 130,000 km
A well-known PSA/Ford DV6 design flaw: soot and coking oil block the fine gauze in the turbo oil feed pipe as well as the oil-pump pickup strainer in the sump. The turbo starves of oil, and in extreme cases bearing damage up to engine failure follows. Long oil-change intervals and short trips sharply worsen the problem.
Symptoms: Turbo whistle or howl, power loss, blue smoke, oil-pressure warning, in the late stage engine noise and sudden failure
+ 2 more engine weaknesses + vehicle weaknesses
Entry-level diesel of the VEA family (Volvo's own 2.0 four-cylinder, no PSA heritage) with common-rail up to 2,000 bar and single-stage turbo. The D2 tune is geared toward maximum efficiency with low exhaust temperatures, which encourages EGR cooler sooting and incomplete particulate filter regeneration in short-trip use. Valvetrain runs a timing belt with a long interval (around 240,000 km or 10 years), no maintenance headache as long as it is documented. The central weak point is the EGR cooler together with the plastic intake manifold: both were subject to a large fire-risk recall. Before buying, check recall status by VIN and look for documented oil changes.
- !! Timing belt — long interval, but mandatory to keep from 240,000 km
The VEA diesel uses a dry timing belt with a replacement interval of around 240,000 km or 10 years. On used cars the change is often undocumented. A belt failure means catastrophic valve damage on this interference engine. Replace belt, tensioner and idler pulleys as a kit.
Symptoms: No warning before failure. Check beforehand: cracks, wear, hardened or cracked rubber on the belt, squealing noise. - !! Plastic intake manifold distorts — fire-risk recall from 80,000 km
Soot from the EGR system builds up on the swirl flaps in the plastic intake manifold and restricts flow. The heat build-up can distort or melt the manifold — Volvo recalled over 500,000 diesels worldwide. The remedy is manifold replacement; without the recall 300–2,000 EUR depending on collateral damage.
Symptoms: Unusual smell in the cabin, power loss, engine warning light, in rare extreme cases an engine-bay fire. - !! EGR cooler clogged (all VEA diesels affected) from 60,000 km
Even the weakest VEA diesel D2 (D4204T5) is affected by the EGR cooler problem. With this engine's already low exhaust temperatures, EGR soot paste formation is particularly common.
Symptoms: Check engine light, engine throttling, increased fuel consumption, rough idle
+ 3 more engine weaknesses + vehicle weaknesses
Mid D3 output stage of the VEA diesel family with common-rail direct injection and single-stage charging. An economical all-rounder for medium distances with good low-end torque, as long as the exhaust aftertreatment system is healthy. That is exactly where the main work lies: the EGR cooler clogs with condensation-soot paste, the plastic intake manifold can distort from heat build-up — both subject to a fire-risk recall. Add particulate filter clogging in short-trip use and injector wear from medium mileage onward. Timing belt with a long interval, you want the change documented. A well-kept example with the recall completed is a solid high-mileage diesel.
- !! EGR cooler sooted — fire-risk recall from 40,000 km
The undersized EGR cooler cools the exhaust gases too far; condensation and soot form a blocking paste — sometimes already below 20,000 km. Volvo recalled hundreds of thousands of diesels worldwide over fire risk. Repair 200–1,100 EUR depending on scope, often with Volvo goodwill contribution.
Symptoms: Check engine light, EGR fault code, engine throttling ('tortoise'), rough idle, in extreme cases smoke from the engine bay. - !! Plastic intake manifold distorts — fire-risk recall from 80,000 km
Soot from the EGR system builds up on the swirl flaps in the plastic intake manifold and restricts flow. The heat build-up can distort or melt the manifold — Volvo recalled over 500,000 diesels worldwide. The remedy is manifold replacement; without the recall 300–2,000 EUR depending on collateral damage.
Symptoms: Unusual smell in the cabin, power loss, engine warning light, in rare extreme cases an engine-bay fire. - !! Timing belt — long interval, but mandatory to keep from 240,000 km
The VEA diesel uses a dry timing belt with a replacement interval of around 240,000 km or 10 years. On used cars the change is often undocumented. A belt failure means catastrophic valve damage on this interference engine. Replace belt, tensioner and idler pulleys as a kit.
Symptoms: No warning before failure. Check beforehand: cracks, wear, hardened or cracked rubber on the belt, squealing noise.
+ 3 more engine weaknesses + vehicle weaknesses
Stronger D4 output stage of the VEA diesels with twin-turbo charging for a healthy 400 Nm of torque and common-rail up to 2,000 bar. Punchy from a standstill, noticeably more eager than the single-stage variants. The higher load and higher injection pressure stress injectors and the high-pressure turbo more, so both are worth watching from medium mileage. The biggest topic, though, remains exhaust gas recirculation: EGR cooler sooting and the distorting plastic intake manifold caused by soot deposits on the swirl flaps were subject to a worldwide fire-risk recall. Particulate filter clogging with lots of short trips adds to it. Check recall status by VIN, then it is a strong, durable diesel.
- !! EGR cooler sooted — fire-risk recall (D4) from 40,000 km
The 190 hp D4 is also affected by the EGR cooler recall: excessive cooling produces condensation-soot paste that clogs the EGR cooler and pipes — sometimes from below 20,000 km. Volvo recalled hundreds of thousands of diesels worldwide over fire risk. Check recall status by VIN.
Symptoms: Check engine light, EGR fault code, engine throttling, rough idle, in extreme cases smoke from the engine bay. - !! Plastic intake manifold distorts — fire-risk recall from 80,000 km
Soot from the EGR system builds up on the swirl flaps in the plastic intake manifold and restricts flow. The heat build-up can distort or melt the manifold — Volvo recalled over 500,000 diesels worldwide. The remedy is manifold replacement; without the recall 300–2,000 EUR depending on collateral damage.
Symptoms: Unusual smell in the cabin, power loss, engine warning light, in rare extreme cases an engine-bay fire. - !! High-pressure turbo failure — turbine wheel break from 110,000 km
On the twin-turbo D4 the high-pressure turbo's turbine wheel can disintegrate, often after prior oil starvation. Debris bends the variable turbine geometry and can travel into the exhaust tract. Dealer replacement around 2,500 EUR, an aftermarket cartridge considerably cheaper.
Symptoms: Grinding or screeching noise after cold start, sudden power loss, black smoke, limp mode.
+ 3 more engine weaknesses + vehicle weaknesses
Turbocharged three-cylinder of 1.5 litres from the Drive-E/VEA architecture, lighter and more compact than the four-cylinder and kept acceptably smooth by a balance shaft, yet noticeably rougher at cold idle with more pronounced vibration. Direct injection causes intake-valve coking from medium mileage onward, and oil consumption via the piston rings rises because the small displacement works hard under boost. Turbocharger shaft seals and the direct-injection high-pressure pump are the further wear points. Valve timing runs on a dry belt with the same shortened interval as the larger Drive-E engines. An economical city engine that runs reliably given disciplined oil checks and a well-maintained belt drive.
- !! Timing belt — same Drive-E logic, smaller engine from 120,000 km
The B3154T three-cylinder also uses a timing belt drive. Change interval 120,000 km. The three-cylinder generates more vibration, which can load the belt tensioner earlier.
Symptoms: Vibrations at idle with worn engine mounts, belt tensioner noise - !! Elevated oil consumption from turbocharging from 80,000 km
The 1.5-litre three-cylinder turbo in the XC40 is more susceptible to oil consumption by its nature than larger four-cylinders. Turbo oil supply and piston rings must be maintained carefully.
Symptoms: Dropping oil level, occasional blue smoke under load, slightly elevated consumption - !! Turbocharger seal wears on small displacement from 100,000 km
The 1.5-litre three-cylinder turbo in the XC40 operates near its power limit. Turbocharger shaft seals tend to wear with insufficient cool-down time after hard driving or poor oil quality. At least 30 seconds idling after full-throttle runs recommended.
Symptoms: Blue smoke from exhaust, oil in intercooler, elevated oil consumption under load.
+ 1 more engine weaknesses + vehicle weaknesses
Ford 1.6 EcoBoost (GTDi) turbocharged direct-injection engine, developed jointly with Ford and shared across many models. Lively and economical, but technically delicate: the biggest risk is a cylinder head overheating during coolant loss. If the level drops unnoticed the head can crack, after which pressurised oil escapes and can ignite on hot components. Ford issued an official safety recall for this and retrofitted a coolant level sensor. In addition the hot coolant hoses at the turbocharger become brittle and leak over time. The cooling circuit on this engine must be monitored without gaps and any coolant loss taken seriously. As a direct-injection engine, carbon deposits build up on the intake valves over time. Usable with meticulous cooling-system care, otherwise risky.
- !! Cylinder head crack from coolant loss from 90,000 km
If the coolant level drops unnoticed, the cylinder head overheats locally and can crack. The result is coolant entering the combustion chamber, misfires, white smoke and in extreme cases piston or engine damage with costs up to a replacement engine.
Symptoms: Steadily falling coolant level with no visible puddle, overheating gauge, white smoke from the exhaust, power loss, rough running and ignition misfires. - !! Recall 17S09: fire risk from head crack
Official safety recall (17S09 / NHTSA 17V209): with a lack of coolant circulation the head overheats and cracks, and escaping oil can ignite on hot components. Ford is aware of 29 fires. Remedy: a retrofitted coolant level sensor plus control-module update.
Symptoms: Warning lights or a burning smell are the exception; often only a creeping coolant loss precedes the sensor warning. The recall applies regardless of driver awareness. - !! Turbo coolant hoses split from 80,000 km
On the Ford-derived EcoBoost engine of the B4164T, coolant hoses at the turbo crack under thermal and pressure cycling. Coolant loss under load is possible and can lead to overheating.
Symptoms: Coolant loss after motorway driving, white steam from engine bay, rising coolant temperature
+ 1 more engine weaknesses + vehicle weaknesses
Modular 2.0 four-cylinder from the Drive-E/VEP4 family with turbocharger and direct injection. Aluminium block, wet timing belt running in oil, compact layout. Early production units (2014–2016) use friction-optimised piston and oil-control rings that cause elevated oil consumption — Volvo extended the warranty and revised the rings from mid-2016. As a direct-injection engine it is prone to carbon build-up on the intake valves because no fuel washes over them. Further weak spots are the oil cooler with internal leakage, the electric water pump and the ageing crankcase ventilation. A solid base provided oil changes are kept short and the timing belt is replaced on time.
- !! Oil consumption from weak piston rings (VEP4 issue) from 80,000 km
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 - !! Timing belt — change interval 120,000 km/8 years from 130,000 km
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 - !! Oil cooler internal leak — oil and coolant mixing from 120,000 km
The oil cooler mounted on the side of the block develops an internal leak so engine oil and coolant mix. This creates a damaging emulsion that stresses bearings and coolant passages. Known issue on the 2.0 VEA engines from around 2015.
Symptoms: Milky brown froth on the oil cap or dipstick, coolant loss, blue-green coolant trace at the oil filter housing, possible overheating
+ 4 more engine weaknesses + vehicle weaknesses
Higher-boost T5 variant of the modular Drive-E/VEP4 two-litre with turbocharger and direct injection. Same basic design with aluminium block and wet timing belt running in oil, but more boost and peak output. The early piston-ring issue (2015–2017) with elevated oil consumption tends to hit this engine harder due to the higher thermal load — the warranty extension and revised rings apply here too. As a direct-injection unit it suffers intake-valve carbon build-up, plus an oil cooler with internal cross-leak, an electric water pump and ageing charge-air hoses. A strong but maintenance-intensive engine: short oil changes and timely timing-belt replacement are mandatory.
- !! Oil consumption from VEP4 piston rings (class issue) from 70,000 km
The T5 is among the most frequently affected Drive-E engines for the oil consumption problem. Particularly 2015–2017 model years were addressed under a service campaign (S29650). Volvo extended the warranty to 8 years.
Symptoms: Oil level drops noticeably between changes, occasional blue smoke, no visible external oil loss - !! Timing belt — change every 120,000 km mandatory from 120,000 km
All Drive-E T variants use belt drive. On the T5 with high-pressure turbo, the belt change is especially important — a failure causes immediate total engine damage. Recommendation: early change at 100,000 km.
Symptoms: No warning before sudden failure; possible squealing with failing tensioner - !! Oil cooler internal leak — oil and coolant mixing from 120,000 km
The oil cooler on the side of the block develops an internal leak so engine oil and coolant cross over. The resulting emulsion stresses bearings and coolant passages. Known issue on the 2.0 VEA engines from around 2015.
Symptoms: Milky brown froth on the oil cap or dipstick, coolant loss, coolant trace at the oil filter housing, possible overheating
+ 3 more engine weaknesses + vehicle weaknesses
Vehicle Weaknesses
| Weakness | Cost | |
|---|---|---|
| Powershift dual-clutch gearbox judders and leaks fluid The Ford/Getrag Powershift gearbox 6DCT450 in the V40 II judders on pull-away, shifts jerkily, occasionally refuses reverse gear and leaks fluid. In the worst case the gearbox fails completely. Symptoms: Juddering on pull-away, hesitant gear changes, reverse gear cannot be selected, oil leak under the car from 80,000 km | High |
Test Reports
TÜV Report 2020
The V40 II shows significantly fewer defects than the segment average at MOT. Braking system better than average.
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Known Problems and Issues +
A total of 59 weaknesses have been documented for the Volvo V40 2 (2012–2019) — 44 engine-related and 15 vehicle-related. 2 problem engines: D4204T9 (2.0L D3 Drive-E), D4204T14 (2.0L D4 Drive-E). Typical issues affect Gearbox, Suspension, Brakes, HVAC.
V40 (D4162T, 2012–2019) — Be Careful: Timing belt — interval shortened to 140,000 km in 2014, Engine block can crack under overheating, Turbo oil starvation from clogged oil strainer. Power: 114 PS.
V40 (D4204T5, 2012–2019) — Be Careful: Timing belt — long interval, but mandatory to keep, Plastic intake manifold distorts — fire-risk recall, EGR cooler clogged (all VEA diesels affected). Power: 120 PS.
V40 (D4204T9, 2014–2019) — Stay Away!: EGR cooler sooted — fire-risk recall, Plastic intake manifold distorts — fire-risk recall, Timing belt — long interval, but mandatory to keep. Power: 150 PS.
V40 (D4204T14, 2014–2019) — Stay Away!: EGR cooler sooted — fire-risk recall (D4), Plastic intake manifold distorts — fire-risk recall, High-pressure turbo failure — turbine wheel break. Power: 190 PS.
V40 (B4164T, 2012–2019) — Be Careful: Cylinder head crack from coolant loss, Recall 17S09: fire risk from head crack, Turbo coolant hoses split. Power: 150 PS.
V40 (B4164T, 2012–2019) — Be Careful: Cylinder head crack from coolant loss, Recall 17S09: fire risk from head crack, Turbo coolant hoses split. Power: 179 PS.
V40 (B4204T19, 2013–2019) — Be Careful: Oil consumption from weak piston rings (VEP4 issue), Timing belt — change interval 120,000 km/8 years, Oil cooler internal leak — oil and coolant mixing. Power: 190 PS.
V40 (B4204T23, 2013–2019) — Be Careful: Oil consumption from VEP4 piston rings (class issue), Timing belt — change every 120,000 km mandatory, Oil cooler internal leak — oil and coolant mixing. Power: 254 PS.
V40 (B3154T, 2017–2019) — Be Careful: Timing belt — same Drive-E logic, smaller engine, Elevated oil consumption from turbocharging, Turbocharger seal wears on small displacement. Power: 122 PS.
What to watch out for with the Volvo V40? See the detailed listing of all engine and vehicle weaknesses in the sections above.
Frequently Asked Questions
What problems and weaknesses does the Volvo V40 2 have? +
What should I look for when buying a used Volvo V40 2? +
Which engine is recommended? +
Which Volvo V40 2 engine is the most fun? +
Is the Volvo V40 2 worth buying used? +
What horsepower variants are available for the Volvo V40 2? +
Last updated: February 2026 · All information without guarantee