Volvo XC60 1
Weaknesses, engine ratings and buying advice
The XC60 I (2008–2017) is Volvo's bestselling model, built on a Ford platform — and one of the few mid-size SUVs where rust is genuinely not a concern. Fundamentally solid, but with a few pitfalls worth knowing.
Engine choice is everything here. The five-cylinder diesels D5244T10 and D5244T15 (205–215 hp) built between 2010 and 2014 had a serious issue: hairline cracks developing in the cylinder head between the third and fourth cylinders. It starts with gradual coolant loss and often ends in total engine failure — repairs start at 4,500 dollars if the block is salvageable. Post-2015 production is considered fixed, but not with absolute certainty. The four-cylinder diesels D4204T14 (D4, 190 hp) and D4204T9 (D3, 150 hp) arrived from late 2013 onward and are the far better choice: Drive-E architecture, solid long-term track record, no known serial defects. Budget for a timing belt change every 112,000 miles or ten years — around 900–1,300 dollars. The petrol engines (B6304T4 T6, B6324S5 3.2) are Ford-based and considered trouble-free, but they are rare on the used market.
Transmission matters: avoid the Powershift dual-clutch gearbox (6DCT450), fitted with the 2.0T and T5 four-cylinders until October 2013. Juddering at low speed, oil leaks, and outright gearbox failure are documented — a rebuild runs 2,200–4,400 dollars. The Aisin-Warner torque-converter automatic is trouble-free, needing only a fluid change every 37,000 miles. For AWD models: the fourth and fifth generation Haldex coupling is durable but wants fresh oil and a filter every 19,000 miles — Volvo does not include this in the standard service schedule. Neglect it and the rear axle drive stops working. A replacement Haldex unit costs up to 4,400 dollars.
Test-drive checklist: Watch the cold start closely — compare coolant level before and after (D5 cylinder head issue). Check steering play: tie rod ends and ball joints wear faster on the heavy diesel variants from 45,000 miles onward. Test the gearbox in stop-and-go traffic — juddering or delayed shifts from a Powershift are a deal-breaker.
2026 market: XC60 I with the D4 engine and reasonable mileage (75,000–95,000 miles) starts around 13,000 dollars. Clean D5 AWD post-2015 examples sit at 16,500–22,000 dollars. High-mileage units above 125,000 miles can be found from 8,800 dollars. The XC60 II on the SPA platform is the more modern buy, but anyone looking to spend less who finds a D4 without the Powershift gearbox gets a car that will easily last another decade.
Insider pick: D4 Drive-E from 2014 with Aisin automatic and AWD — the most reliable drivetrain combination in the XC60 I, and still priced well below the successor.
320 PS
XC60 · Benzin
T6 XC60 — Volvo's sporting moment
Fun to Drive!238–243 PS
3.2L Benzin
4 weaknesses
Good Choice215–220 PS
2.4L D5 Diesel
7 weaknesses
Stay Away!Generations
Engine Overview
The Volvo XC60 1 is available with 7 engine variants — from 150 to 326 hp. 3 variants had engine changes — the model year is crucial.
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
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
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
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
Longitudinally-mounted 3.0-litre SI6 inline-six from the Ford era (P3 platform) with a twin-scroll turbo. Important: chain-driven timing, NOT a belt — the chain sits on the flywheel side and replacement is very involved. The signature flaw of early engines (pre-2012) is efficiency-tuned piston rings that cause high oil consumption, poor idle and white smoke; Volvo revised pistons and rings under goodwill. The PCV diaphragm tears and produces a hiss at idle. The rear-mounted READ unit (ancillary drive module for alternator/steering) is a known weak point. Thermostat and water pump need attention from medium mileage onward.
- !! High oil consumption from piston rings (pre-2012) from 120,000 km
Engines built before 2012 had efficiency-tuned, too-weak piston rings that systematically cause high oil consumption, rough idle and white smoke. Volvo acknowledged the issue, revised the pistons and rings and carried out repairs — verify completed work when buying.
Symptoms: High oil consumption (often over 1 L/1000 km), blue-white smoke on load changes, rough idle, frequent top-ups between services. - !! Thermostat sticks closed from 110,000 km
The B6304T2 thermostat occasionally sticks in the closed position and does not allow coolant to the radiator. Operating temperature quickly rises to critical levels. The plastic thermostat housing is also prone to cracking.
Symptoms: Engine temperature rises too quickly, coolant boils, temperature warning, heater stays cold - !! PCV diaphragm tears from 100,000 km
The SI6 PCV valve housing has a diaphragm that tears and produces a characteristic hissing noise. Leak point is at the engine block; replacement of the complete PCV housing required.
Symptoms: Loud hissing or whistling at idle, elevated oil consumption, oil seeping from engine block, rough idle.
+ 1 more engine weaknesses + vehicle weaknesses
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
Longitudinal 3.2-litre SI6 naturally-aspirated unit from the Ford era (P3 platform), closely related to the turbo variants. Chain-driven timing, NOT a belt. A defining design feature: two of the four catalytic converters are integrated into the exhaust manifold — if they fail the manifold must be replaced as an expensive assembly. The rear-mounted READ unit (axial-bearing ancillary drive module) uses splash-lubricated needle bearings before MY2011 that wear early and produce grinding noise; removal requires special tools. The camshaft sealing plugs and the vacuum-pump seal tend to leak oil. Valve stem seals can cause mild oil consumption at high mileage. Keep an eye on the thermostat and ageing coolant hoses.
- !! READ unit (thrust bearing) fails from 130,000 km
The READ (Rear Engine Auxiliary Drive) on early B6324S engines uses needle bearings instead of ball bearings. These bearings can seize with inadequate lubrication. Switched to ball bearings from 2011 (B6324S5).
Symptoms: Loud rattling or grinding from the rear of the engine, oil pressure loss, MIL light, engine noise under load. - !! Camshaft end plugs leaking from 100,000 km
Technical service bulletins document oil leaks at the B6324S camshaft end plugs. Oil seeps from the side of the cylinder head. Volvo has issued a repair procedure.
Symptoms: Oil leak at the side of the cylinder head, oil smell after driving, engine oil loss with no visible underbody source. - !! Integrated exhaust-manifold catalytic converters fail from 160,000 km
Two of the four catalytic converters are integrated directly into the exhaust manifold. If the substrate cracks or clogs, the manifold must be replaced as one very expensive assembly. Poor accessibility drives labour time up further.
Symptoms: Catalyst efficiency fault code, power loss, rattling from broken ceramic, raised emissions, check-engine light.
+ 3 more engine weaknesses + vehicle weaknesses
Revised 3.2-litre SI6 naturally-aspirated unit from MY2011 with numerous detail improvements. Chain-driven timing, NOT a belt. The key upgrade: the rear-mounted READ unit received ball bearings instead of needle bearings and is far more durable as a result. Also a DLC-coated valvetrain, revised spark plugs and updated mapping. The camshaft sealing plugs remain a potential oil-leak point. The PCV/oil-separator unit should be serviced from around 150,000 km to avoid crankcase pressure and the resulting seal leaks. Oil consumption is generally moderate. The thermostat and engine mounts age with mileage. Overall the more mature, more reliable version of the 3.2 NA.
- !! Camshaft end plugs leaking from 100,000 km
B6324S5 camshaft end plugs can leak oil — same TSB issue as the predecessor. Volvo has issued a repair procedure (TNN21-28).
Symptoms: Oil seeping from the side of the cylinder head, oil smell after driving, gradual oil loss. - !! PCV diaphragm valve fails — oil sucked into intake from 100,000 km
The B6324S5 uses a diaphragm for PCV regulation. When the diaphragm fails, full intake vacuum acts on the crankcase: oil is actively drawn into the intake tract. A functioning PCV system shows slight negative pressure at idle.
Symptoms: Oil consumption with no visible leaks, oil in air filter element, rough idle, whistling noise. - ! Slight to moderate oil consumption from 150,000 km
Even the revised B6324S5 shows slight to moderate oil consumption at higher mileages. Up to 0.5 L per 1,000 km is internally tolerated by Volvo, but should be monitored.
Symptoms: Oil level visibly drops between oil changes, no smoke or leaks detectable.
+ 1 more engine weaknesses + vehicle weaknesses
Vehicle Weaknesses
| Weakness | Cost | |
|---|---|---|
| Premature battery failure — high quiescent current The XC60 I draws an elevated quiescent current through its numerous control units. Many owners report battery failures after 2–3 years, especially with predominantly short-trip use. Deep discharge can damage electronics. Symptoms: Car will not start after a few days parked, infotainment behaves oddly, 'Battery low' warning on instrument cluster. from 80,000 km | Low | |
| Electric tailgate does not open/close The electric tailgate on the XC60 I stops opening due to software faults or fails to close fully. Gas struts fail after 40,000–70,000 km, causing the tailgate to drop uncontrolled. Symptoms: Tailgate does not respond to button command, tailgate slowly sinks after opening, fault message on instrument cluster from 60,000 km | Low | |
| Fuel sender gives wrong fuel gauge reading On the XC60 I the fuel gauge often reads incorrectly: the fuel sender reports a wrong level after refuelling and the remaining range jumps implausibly. Sometimes a software update helps, sometimes the sender must be replaced. Symptoms: Fuel gauge jumps or sticks, remaining range does not match the amount filled, gauge does not settle correctly after a full tank, running dry despite an apparent reserve. from 120,000 km | Low | |
| BLIS system and seat heating fail The BLIS blind spot sensor on the XC60 I fails through moisture ingress in the wiring loom. Seat heaters fail frequently on older vehicles. Both issues are typical but not safety-critical. Symptoms: BLIS warning lights permanently, seat heater switches off or does not respond to controls from 90,000 km | Low |
Test Reports
TÜV Report 2026
The XC60 I holds up well with age but only just edges above its class average.
2025-11Top Reported Issues
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Known Problems and Issues +
A total of 69 weaknesses have been documented for the Volvo XC60 1 (2008–2017) — 56 engine-related and 13 vehicle-related. 4 problem engines: D5244T10 (2.4L D5), D5244T15 (2.4L D5), D4204T9 (2.0L D3 Drive-E), D4204T14 (2.0L D4 Drive-E). Typical issues affect Electronics, Suspension, Gearbox, Rust. Considered reliable: B6324S5 (3.2L).
XC60 (D5244T10, 2009–2017) — Stay Away!: Injector seal leaking, Timing belt + water pump, Swirl flap linkage breaks. Power: 205 PS.
XC60 (D5244T15, 2010–2017) — Stay Away!: Injector seal leaking, Timing belt + water pump, DPF clogs with short-trip use. Power: 215–220 PS.
XC60 (D4204T9, 2014–2017) — 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.
XC60 (D4204T14, 2014–2017) — 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.
XC60 (B6304T2, 2008–2010) — Be Careful: High oil consumption from piston rings (pre-2012), Thermostat sticks closed, PCV diaphragm tears. Power: 286 PS.
XC60 (B6324S, 2008–2010) — Be Careful: READ unit (thrust bearing) fails, Camshaft end plugs leaking, Integrated exhaust-manifold catalytic converters fail. Power: 238–243 PS.
XC60 (B6304T4, 2010–2017) — Be Careful: Elevated oil consumption (pre-2012), Timing chain (rare, but expensive), Thermostat sticks closed. Power: 305 PS.
XC60 (B4204T19, 2013–2017) — 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.
XC60 (B4204T27, 2013–2017) — 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: 320 PS.
What to watch out for with the Volvo XC60? See the detailed listing of all engine and vehicle weaknesses in the sections above.
Frequently Asked Questions
What problems and weaknesses does the Volvo XC60 1 have? +
What should I look for when buying a used Volvo XC60 1? +
Which engine is recommended? +
Which Volvo XC60 1 engine is the most reliable? +
Which Volvo XC60 1 engine is the most fun? +
Is the Volvo XC60 1 worth buying used? +
What horsepower variants are available for the Volvo XC60 1? +
Last updated: February 2026 · All information without guarantee