Volvo V70
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.
Too little for the big estate
140 kW in the V70 sounds tight — and it is. The big estate needs more engine.
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 8
The steering rack of the V70 III and S80 II develops leaks and increasing play at high mileages. A faulty steering rack costs around €2,000 to repair.
The front subframe on the V70 III and XC70 II frequently shows corrosion, which, if left untreated, affects the entire front axle assembly. On the XC70 II, the rear subframe also rusts on vehicles built before 2010.
The optional electronic self-levelling suspension on the V70 III XC models fails. Compressor or air springs need replacement; costs up to €1,600 with original Volvo parts.
The tailgate wiring harness breaks at the left hinge arc through metal fatigue. Particularly affected are the rear window heating element, brake lights, wiper and central locking. Typical and very common problem on the V70 III and XC70 II.
The rear control arm rubber bushings on the V70 III and XC70 II typically wear from 160,000–170,000 km and cause driving noises. Also a known issue on the S80 II. Replacement is essential for precise handling.
The audio and navigation system of the V70 III and S80 II fails due to cold solder joints in the control unit. Parking sensors fail at around 170,000 km. Xenon headlights burn out between 170,000 and 200,000 km.
The BLIS blind spot warning system fails due to moisture in the wiring harness or faults in the wing mirror sensors. The warning system remains permanently active or stops responding.
The leather and T-Tec upholstery on the V70 III and S80 II tends to crack and split at the seat bolsters of the driver's seat. This often begins at medium mileages.
Reports & Tests
30 owner complaints filed with NHTSA (2007–2016). Most reported: Electrical (8), Engine (6), Tires (3).