Volvo V70 2
Weaknesses, engine ratings and buying advice
The Volvo V70 II (2000–2007) is the last "real" Volvo before Ford's full integration — P2 platform, genuine five-cylinder sound, Scandinavian packaging still optimized for longevity. With 19–26 years on the clock in 2026, the V70 II is no longer just a used car — it's a youngtimer, and buyers who find one know exactly what they're looking for.
Ten engines, clear winners and clear avoidance candidates: The naturally-aspirated B5244S and B5244S2 (103–122 kW) are the relaxed long-runners — no turbo to fail, no ETM trouble, the main weak spot is only the PCV oil separator (crankcase ventilation) from around 75,000 miles, a cheap fix. The B5244T3 2.4T (147 kW, 210 hp) is the proven everyday turbo — strong, serviceability-friendly, widely available for parts. The B5254T2 2.5T (154 kW, 210 hp) adds displacement and runs cleanly in FWD specification. The D5244T and D5244T4 diesels are the European workhorses — strong torque, real-world 28–35 mpg, very long-lived with basic maintenance. Timing belt every 100,000 miles or 10 years, always replace the water pump at the same time — cost $500–1,000.
The enthusiast motor: The B5254T4 with 221 kW (300 hp, V70 R) is the cult Volvo — AWD, adaptive magnetic suspension (FourC), 0–60 in 4.9 seconds. The angle gear between the gearbox and rear axle is the Achilles heel: spline and bearing wear from inadequate lubrication leads to AWD failure from 60,000–80,000 miles. Repair cost: $800–2,600. The T5 (B5244T5, 191 kW, 260 hp) is less expensive, more agile than a diesel, and considered dependable in the community — but monitor the ETM and turbo servicing.
2000–2002 model years carry the ETM problem: the Magneti Marelli throttle body wears prematurely — rough idle, engine stalling, sudden loss of power at highway speed. A revised ETM costs $200–600. From 2003 onward that is considered resolved. The Geartronic automatic is fundamentally solid, but there is no such thing as lifetime fluid: without an oil change every 30,000–37,000 miles a graphite film builds up on the solenoids — jerky shifts, and in the worst case total gearbox failure ($400–4,500). AWD models additionally need a Haldex oil service every 18,000–25,000 miles — neglect it and the car quietly reverts to FWD.
Rust is expected on a 20+-year Scandinavian car, but the P2 platform holds up better than expected. The sill inner structure and rear underbody deserve a close look. The front axle and steering rack are the mechanical weak spots: control arms, ball joints, and wheel bearings wear above-average from 62,000 miles ($450–1,350), and the steering rack seeps fluid from 90,000 miles ($450–1,500). Both expensive but well-documented and straightforward to repair.
Test-drive checklist: Cold-start idle: ETM flutter (RPM hunting rhythmically without throttle input) = throttle body due. Automatic: firmness of N-to-D engagement after cold start — clunk = oil overdue. Steering: over rough road at low speed — clatter under load or release? Control arm bushings. Haldex (AWD): full-lock U-turn on dry tarmac — slight rear resistance = working, totally smooth = pump dead. Sills: fold back the plastic undertray with a torch.
2026 market: Base naturally-aspirated variants from $2,000–5,500. D5 diesel in good shape: $3,800–9,500. T5 turbos with service history: $5,000–11,500. V70 R in solid condition: $8,500–19,000 — the cult premium is real. The XC70 I shares the platform and most weaknesses.
Insider pick: D5244T4 D5 diesel (from 2004) with Geartronic and a verified oil-change history — the engine runs virtually forever, the automatic rewards attention, and the suspension is the only real maintenance project.
300 PS
V70 · 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 V70 2 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 | |
|---|---|---|
| Magneti Marelli throttle body — idle problems (petrol 2000–2002) Early V70 II petrol engines (model year 2000–2002) use a Magneti Marelli throttle body that wears prematurely. Idle hunting and a tendency to stall are classic symptoms. Symptoms: Rough idle, spontaneous stalling when stationary, throttle response uneven from 80,000 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 69 weaknesses have been documented for the Volvo V70 2 (2000–2007) — 57 engine-related and 12 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.
V70 (D5244T, 2001–2007) — Stay Away!: Injector seal leaking (Black Death), Timing belt + water pump, EGR valve sooted. Power: 163 PS.
V70 (D5244T4, 2005–2007) — Stay Away!: Injector seal leaking (Black Death), Timing belt + water pump, Swirl flap linkage breaks. Power: 185 PS.
V70 (B5244S, 2000–2007) — Be Careful: Timing belt replacement mandatory, Camshaft adjuster migrates and fails to seal, PCV oil separator clogged. Power: 140 PS.
V70 (B5244S2, 2000–2007) — Be Careful: Timing belt replacement mandatory, Cam phaser (VVT) oil leak, PCV oil separator clogged. Power: 170 PS.
V70 (B5244T, 2000–2007) — Be Careful: ETM electronic throttle unit faulty, Timing belt + CVVT camshaft adjuster, PCV oil separator clogged. Power: 200 PS.
V70 (B5244T3, 2000–2007) — Be Careful: ETM electronic throttle unit faulty, Timing belt + CVVT adjuster, PCV oil separator clogged. Power: 200 PS.
V70 (B5204T5, 2001–2007) — Be Careful: Timing belt + CVVT camshaft adjuster, PCV hose cracks — oil on engine, ETM electronic throttle unit faulty. Power: 179 PS.
V70 (B5254T2, 2001–2007) — Be Careful: Timing belt + water pump mandatory, PCV oil separator clogged, Turbo drain pipe seal leaking. Power: 209 PS.
V70 (B5254T4, 2003–2007) — Stay Away!: PCV oil separator critical on high-performance engine, Turbocharger bearing wear, Timing belt with water pump. Power: 299 PS.
V70 (B5244T5, 2005–2007) — 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 V70? See the detailed listing of all engine and vehicle weaknesses in the sections above.
Frequently Asked Questions
What problems and weaknesses does the Volvo V70 2 have? +
What should I look for when buying a used Volvo V70 2? +
Which engine is recommended? +
Which Volvo V70 2 engine is the most fun? +
Is the Volvo V70 2 worth buying used? +
What horsepower variants are available for the Volvo V70 2? +
Last updated: February 2026 · All information without guarantee