Volvo V60 1
Weaknesses, engine ratings and buying advice
The V60 I (2010-2018) is the estate version of the S60 II on the P3 base — same technical kit, but with typical Swedish practicality, understated elegance and one decisive extra detail: the optional Nivomat self-leveling suspension on the rear axle. As a used car it is an elegant load-hauler for commuting and family, becoming a sensible buy with a careful eye on engine and chassis. The V60 Cross Country added ground clearance and all-wheel drive.
Engine-wise it mirrors the S60 II: the early diesels D5204T/D4204T (D3/D4/D5, partly Ford/PSA co-developed) are strong long-haulers but from 150,000 km prone to engine-electronics faults, split turbo hoses and leaking injector lines. The Drive-E units from 2014, B4204T (T5/T6) and D4204T VEA (D4), are frugal and quiet but demand strict oil changes every 15,000 km — the VEA timing chain and, rarely, the head gasket are the weak point (repair 2,000-4,000 EUR). The D4 with a complete service record is a safe buy; avoid diesels without history and VEA engines with stretched oil intervals.
The estate-specific topic is the Nivomat rear axle (ZF Sachs, self-leveling dampers): it either works fully or not at all. Failed Nivomats sag at the rear under load or ride rock-hard; replacement is costly because they must go in pairs together with the springs, quickly over 1,500 EUR plus labor. On the P3 chassis you cannot convert to cheap standard dampers — so check it before buying. Add the known S60 II weaknesses: worn tie rods (100-200 EUR/side), knocking top mounts, BLIS false alarms, ABS/DSTC gremlins, a weakening A/C compressor (600-1,000 EUR).
Test-drive red flags: a sagging or rock-hard rear ride (failed Nivomat), clacking front axle over expansion joints (tie rods), knocking on turn-in (top mounts), timing-chain rattle on cold start, sporadic chassis/ABS warnings, weak A/C output.
Practically the V60 has folding rear seats and a low loading lip, though not the biggest estate in its class — Volvo prioritized styling over maximum volume. Build quality is excellent and rust is barely an issue on this generation.
2026 market price: tidy diesels average around 22,000 EUR, the broad range running from roughly 7,000 EUR for older high-mileage cars to near 40,000 EUR for young plug-in hybrid and T6 models. Insider pick: a D4 Drive-E estate with the Aisin auto, 2015 onward and a verifiably intact Nivomat rear axle — a frugal, roomy and safe family Swede with no nasty surprises.
320 PS
V60 · Benzin
Unique drivetrain
Fun to Drive!181–185 PS
2.4L D5 Diesel
7 weaknesses
Stay Away!Generations
Engine Overview
The Volvo V60 1 is available with 11 engine variants — from 109 to 326 hp. 2 variants had engine changes — the model year is crucial.
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
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
Third-generation 2.4-litre five-cylinder common-rail diesel with diesel particulate filter and swirl-flap intake manifold, closely related to the second stage. Refinement and low-end pull are typical strengths of these five-cylinders. The swirl-flap mechanism remains the sore point: plastic ball joints and linkage disconnect when sooted, fault code P2015 appears and the engine goes into limp mode. The DPF suffers under short-trip use as the required regeneration temperature is not reached and diesel wash-down dilutes the engine oil. The injector seal in the head needs vigilance: as the clamp torque relaxes, escaping combustion gases create Black Death. Replace the timing belt and water pump to interval, as this interference engine risks catastrophic damage on belt failure. Consistent maintenance and regular long-distance use keep the engine healthy.
- !! Injector seal leaking from 150,000 km
On the later D5244T10, injector copper seals can also leak. The two-stage turbocharging system increases cylinder pressure, placing greater stress on sealing surfaces.
Symptoms: Black deposits around injectors, fuel smell, misfires, rough engine running. - !! Timing belt + water pump from 160,000 km
Replacement interval 160,000 km or 10 years. On the two-stage turbo diesel, engine damage from belt failure is even more costly — so maintenance must not be skipped.
Symptoms: No warning signal. Belt failure leads to immediate engine damage. - !! Swirl flap linkage breaks from 150,000 km
The intake manifold swirl flap on the D5244T10 carries the same design problem as in the T4. The plastic linkage fatigues and breaks; loose parts can cause engine damage.
Symptoms: Check engine light, rattling intake noise, power loss, possible engine damage on complete failure.
+ 3 more engine weaknesses + vehicle weaknesses
Third-generation 2.4-litre five-cylinder common-rail diesel with diesel particulate filter and exhaust gas recirculation, tuned for strong pull and good refinement. Despite the family's maturity, the typical D5 weak spots persist. The injector seal in the cylinder head is the recurring theme: as the clamp loosens, combustion gases push past the copper washer and crust into Black Death, seizing the injector. The DPF clogs on short trips when regeneration temperature is not reached. The EGR valve soots up over time, causing power fluctuation and smoke, and the EGR cooler can start to leak. Timing-belt drive with water pump, an interference engine, so keep the belt interval strict. Hydraulic tappets can tick on poor oil. Approved oil, regular long-distance use and injector checks are the key care measures.
- !! Injector seal leaking from 150,000 km
The final D5244T15 also retains the copper seal problem of the D5 family at the injector copper rings. Sealing integrity should be checked regularly on vehicles over 5 years old.
Symptoms: Black deposits around injectors, exhaust smell, misfires. - !! Timing belt + water pump from 160,000 km
Replacement interval 160,000 km or 10 years — also on the automatic variant (175 hp version). Belt-driven water pump must always be replaced at the same time.
Symptoms: No warning signal. Belt failure leads to engine damage. - !! DPF clogs with short-trip use from 130,000 km
DPF on the D5244T15 clogs like all D5 generations with predominantly short-trip use. Longer motorway runs for active regeneration are recommended.
Symptoms: DPF warning light, power loss, oil level rises (diesel in oil), increased fuel consumption.
+ 4 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
Twin-charged T6 flagship of the Drive-E/VEP4 two-litre: a mechanical Eaton supercharger provides boost at low rpm while the turbocharger takes over higher up (twincharge). The supercharger is engaged via an electromagnetic clutch and has its own oil reservoir; the clutch wears at high mileage and then slips or fails to engage when pulling away — the tell-tale signs are sluggish take-off and black friction dust around the pulley. On top of that comes the electronic compressor recirculation valve (eCRV) with a tearing diaphragm. The VEP4 piston-ring issue and direct-injection valve coking apply here too, plus oil-cooler internal leakage and an electric water pump. Powerful, but the most complex and expensive member of the family.
- !! Supercharger seals wear at high mileage from 150,000 km
The Roots-type supercharger on the T6 Drive-E tends to seal failure from around 150,000–200,000 km. Degraded plastic and rubber parts allow uncontrolled air ingress. Typical fault code: P0171 (system lean). Repair cost 2,000–5,000 €.
Symptoms: Power drop especially at low rpm, check engine light P0171, poor fuel economy, supercharger ancillary noises - !! Timing belt — change more complex due to supercharger from 120,000 km
The timing belt change on the T6 is more complex than on T4/T5 due to the integrated supercharger. Labour time and costs are correspondingly higher. Change interval 120,000 km/8 years also applies.
Symptoms: No warning signs; recommendation: inspect from 100,000 km - !! 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
Turbocharged 2.5-litre inline five-cylinder of the later Whiteblock generation, aluminium head on a cast-iron block, DOHC, 20 valves, belt-driven. A robust base engine with the classic five-cylinder sound and smooth torque delivery. The weak point is the ageing PCV (crankcase ventilation) system: once the oil trap clogs, crankcase pressure builds, blows out seals and forces oil into the intake — by far the most common repair. Timing-belt service is mandatory because this is an interference engine: a snapped belt lets the valves hit the pistons. Turbocharger and wastegate actuator wear only at high mileage. The water-cooled turbo runs a thermostat that can fail open over the years, hurting warm-up behaviour. Durable with a maintained PCV system and observed belt intervals.
- !! Timing belt + water pump from 160,000 km
Timing belt replacement every 160,000 km or 10 years including water pump. Water pump is belt-driven — an old pump failing after belt replacement destroys the new belt.
Symptoms: No warning signal. Belt failure leads to total engine damage. - !! PCV oil trap clogged from 100,000 km
The PCV (crankcase ventilation) system's plastic parts grow brittle with age and clog with oil coke. The resulting crankcase over-pressure blows out crank and cam seals and forces oil into the intake. The oil-trap box plus hoses run around 300 euros in parts.
Symptoms: Whistling or hissing at idle, oil in the air filter/intake area, rising oil consumption, oil mist from breather hoses, pressure at the dipstick. - !! Wastegate actuator faulty from 150,000 km
The boost pressure regulator actuator (wastegate) can seize or suffer diaphragm damage. The result is uncontrolled boost pressure or power loss.
Symptoms: Severely fluctuating power, sudden power loss, limp mode, check engine light with boost pressure fault code.
+ 2 more engine weaknesses + vehicle weaknesses
Turbocharged 2.5-litre inline five-cylinder of the latest Whiteblock stage (VEA transition era), DOHC, 20 valves, belt-driven. A strong, smooth-running engine with good low-end torque. The most serious issue is systemic oil consumption from friction-optimised piston rings with too little tension: the oil control rings coke up, oil can no longer drain and consumption climbs — a defect Volvo officially acknowledged. The only fix is a piston-ring or piston replacement. Alongside it sits the usual PCV theme: a clogged oil trap creates crankcase over-pressure and oil leaks. The timing belt is interference-critical and due together with the water pump. Before buying, check oil consumption over several tank fills.
- !! Piston ring recall due to systemic oil consumption (2013–2016) from 80,000 km
Volvo officially identified piston ring defects on the B5254T12. Low-tension rings fitted for efficiency reasons caused heavy oil consumption. Repair solution: piston ring replacement. Vehicles before serial number 1501327 most affected.
Symptoms: Oil consumption above 0.5 L/1,000 km, blue smoke on cold start, frequent oil top-ups required. - !! Timing belt and water pump — interference engine, strict intervals from 160,000 km
The B5254T12 is an interference engine. Timing belt and water pump must be replaced together as prescribed. The timing belt drives the water pump; a slow pump leak can contaminate the belt and destroy it prematurely.
Symptoms: No warning before belt breaks. Squealing on cold start indicates a failing tensioner. - !! PCV oil separator clogged from 100,000 km
Plastic PCV housing becomes brittle, oil separator clogs. Typical Volvo five-cylinder problem across all turbo variants. Elevated crankcase pressure accelerates seal wear.
Symptoms: Whistling noise, oil seeping at rear main seal, elevated oil consumption, engine oil mist.
Longitudinal 3.0-litre SI6 turbo, a revised stage of the P3 six with slightly more power. Chain-driven timing, NOT a belt — the chain sits on the flywheel side; inspect tensioner and guide if you hear chain noise. Later builds received revised piston rings; early T4 examples can still consume oil, so check the level regularly. The PCV diaphragm tears, producing an idle hiss and crankcase pressure. The rear-mounted READ unit drives the alternator and steering pump and is a known wear point. The thermostat tends to stick. Overall a strong, smooth inline-six with consistent maintenance.
- !! Elevated oil consumption (pre-2012) from 80,000 km
Engines before model year 2012 had a known piston ring problem with elevated oil consumption. Volvo offered an 8-year / 100,000-mile warranty extension. Revised pistons and rings from 2012.
Symptoms: Rapidly dropping oil level, blue exhaust smoke, engine oil blackens faster than normal. - !! Timing chain (rare, but expensive) from 200,000 km
The SI6 timing chain is fundamentally robust and 'engine-life' rated. Rare but documented: chain tensioner gives up and chain slaps. Repair on this engine is very labour-intensive.
Symptoms: Rattling or chattering noise from top of engine especially cold, check engine light, P0340 fault. - !! Thermostat sticks closed from 110,000 km
The B6304T4 thermostat sticks in the closed position, especially when it has not been changed for a long time. The warm-up phase is normal, but then it fails to open and engine temperature climbs to critical levels.
Symptoms: Engine temperature rises too high after a short drive, temperature warning, poor heater output in cold weather
+ 1 more engine weaknesses + vehicle weaknesses
Vehicle Weaknesses
| Weakness | Cost | |
|---|---|---|
| Nivomat self-leveling rear suspension wears out expensively Wagons with the self-leveling Nivomat rear axle have a limited service life on the special dampers. When worn the rear sags under load and ride comfort suffers. Genuine Nivomats cost considerably more than standard dampers. Symptoms: Rear sags under load, harsh or wallowing rear ride, ride height no longer maintained from 120,000 km | Medium | |
| Tie rod ends and suspension bushings wear out At higher mileages, worn tie rod ends, ball joints and suspension bushings on the S60 II/V60 I are frequently flagged by MOT inspectors. Tyre wear is very sensitive on this vehicle. Symptoms: Increasing steering play, uneven front tyre wear, slight knocking when turning on cobblestones from 120,000 km | Low | |
| Strut mounts and bearings wear early The front strut mounts and bearings on the P3 platform wear out earlier than expected. Grinding noises while steering and clunking over bumps are typical. The replacement is inexpensive and DIY-friendly. Symptoms: Grinding or scraping while steering, clunking over bumps at low speed, vague steering feel from 100,000 km | Low | |
| Rear trailing arm bushing wears out The large rear trailing arm bushing wears out as early as around 100,000 km. The result is vague and darty rear-end behaviour. Replacement requires a press and is a workshop job. Symptoms: Vague, darty rear end in corners, clunking from the rear over bumps, imprecise handling from 100,000 km | Medium |
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Known Problems and Issues +
A total of 90 weaknesses have been documented for the Volvo V60 1 (2010–2018) — 78 engine-related and 12 vehicle-related. 5 problem engines: D5244T4 (2.4L D5), D5244T10 (2.4L D5), D5244T15 (2.4L D5), D4204T9 (2.0L D3 Drive-E), D4204T14 (2.0L D4 Drive-E). Typical issues affect Suspension, Electronics, Gearbox, Brakes.
V60 (D5244T4, 2010–2014) — Stay Away!: Injector seal leaking (Black Death), Timing belt + water pump, Swirl flap linkage breaks. Power: 181 PS.
V60 (D5244T10, 2010–2018) — Stay Away!: Injector seal leaking, Timing belt + water pump, Swirl flap linkage breaks. Power: 205 PS.
V60 (D5244T15, 2010–2018) — Stay Away!: Injector seal leaking, Timing belt + water pump, DPF clogs with short-trip use. Power: 215–220 PS.
V60 (D4162T, 2011–2015) — 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.
V60 (D4204T5, 2012–2018) — 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.
V60 (D4204T9, 2014–2018) — 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.
V60 (D4204T14, 2014–2018) — 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.
V60 (B4164T, 2010–2018) — Be Careful: Cylinder head crack from coolant loss, Recall 17S09: fire risk from head crack, Turbo coolant hoses split. Power: 179 PS.
V60 (B5254T7, 2010–2015) — Be Careful: Timing belt + water pump, PCV oil trap clogged, Wastegate actuator faulty. Power: 230 PS.
V60 (B5254T12, 2010–2018) — Be Careful: Piston ring recall due to systemic oil consumption (2013–2016), Timing belt and water pump — interference engine, strict intervals, PCV oil separator clogged. Power: 254 PS.
V60 (B6304T4, 2010–2018) — Be Careful: Elevated oil consumption (pre-2012), Timing chain (rare, but expensive), Thermostat sticks closed. Power: 305 PS.
V60 (B4164T, 2011–2018) — Be Careful: Cylinder head crack from coolant loss, Recall 17S09: fire risk from head crack, Turbo coolant hoses split. Power: 150 PS.
V60 (B4204T19, 2013–2018) — 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.
V60 (B4204T23, 2013–2018) — 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: 250 PS.
V60 (B4204T27, 2013–2018) — Be Careful: Supercharger seals wear at high mileage, Timing belt — change more complex due to supercharger, Oil cooler internal leak — oil and coolant mixing. Power: 326 PS.
What to watch out for with the Volvo V60? See the detailed listing of all engine and vehicle weaknesses in the sections above.
Frequently Asked Questions
What problems and weaknesses does the Volvo V60 1 have? +
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Which engine is recommended? +
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Last updated: February 2026 · All information without guarantee