Volvo XC60 2
Weaknesses, engine ratings and buying advice
The XC60 II (from 2017) rides on Volvo's SPA platform and uses exclusively four-cylinder engines — the Drive-E family in every variant from 150 to 455 hp system output. A major leap over the first generation, but not without its quirks.
The diesels D4204T14 (D4, 190 hp) and D4204T23 (D5, 235 hp) are strong long-distance runners. Injectors and the dual-mass flywheel can become expensive at high mileage, but fundamental design flaws are absent. Carbon buildup on the EGR valve and injectors occurs with frequent short trips. On the petrol side, the B4204T23 (T5, 254 hp) is the sensible choice: enough power, no supercharger wear to worry about. The B4204T27 (T6, 320 hp) with turbo plus supercharger delivers impressive performance, but the twin-charging setup adds maintenance complexity. The plug-in hybrid B4204T35 (T8, 390–455 hp) has shown no serious battery degradation issues so far — the doubled battery capacity from 2021 (18.4 kWh) makes later used examples more attractive. From 2020, the mild hybrids B4204T34 (B3 through B6) replaced the pure combustion variants for emissions compliance.
The air suspension (Four-C with rear air springs) is the XC60 II's biggest weakness: first failures from 31,000 miles, critical window between 50,000 and 75,000 miles — especially on 2017 and 2018 model years. A single air spring costs 880–1,300 dollars, a new compressor up to 2,200 dollars. Anyone who does not specifically need the air suspension should deliberately choose a model with conventional springs — it saves significantly in the long run. The electric tailgate on early builds (2017–2018) can slam shut unexpectedly, covered by a recall. The Sensus infotainment system occasionally fails to boot in cold weather — software updates improved this but did not fully resolve it. Additional recalls addressed the automatic emergency braking software (2019–2020) and front seat rail mounting.
Test-drive checklist: Test the air suspension — observe the vehicle on uneven ground, checking whether one side sits lower. Cycle the tailgate several times. Cold-start the Sensus system. On the D5, listen for injector ticking at operating temperature — persistent tapping from warm injectors can indicate carbon deposits.
2026 market: D4 AWD with 62,000–80,000 miles starts around 25,000 dollars. T5 petrol from 27,500 dollars. T8 Recharge models from 2021 with the larger battery sit at 38,000–49,000 dollars. B5 mild hybrids from 2020 are the newest combustion examples, starting at 33,000 dollars. Breakdown statistics show no major failure clusters, and inspection reports flag mainly worn brake discs — normal for an SUV weighing over 4,200 pounds.
Insider pick: D4 AWD from 2019 without air suspension — the best combination of fuel economy, reliability, and residual value. For petrol buyers: B5 MHEV from 2020 as the newest variant with a strong long-term outlook.
320 PS
XC60 · Benzin
T6 Recharge — Volvo power
Fun to Drive!150 PS
2.0L D3 Drive-E Diesel
6 weaknesses
Stay Away!Generations
Engine Overview
The Volvo XC60 2 is available with 11 engine variants — from 150 to 326 hp.
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
Strongest diesel of the VEA family with twin-turbo and PowerPulse compressed-air reservoir against turbo lag — a Volvo in-house design that noticeably improves throttle response from low revs. Effortless with 480 Nm, yet surprisingly refined for a four-cylinder. The weak points are system-typical: the PowerPulse high-pressure hose tears under temperature and pressure cycling and sometimes fails again even after replacement, because working pressure and hose maximum pressure sit too close together. The high-pressure turbo can lose its turbine wheel given a history of oil starvation. Add EGR sooting and intake manifold issues like the weaker stages, mitigated by higher exhaust temperatures. Particulate filter regeneration does not tolerate pure short-trip use. A complex but, with care, durable engine.
- !! High-pressure turbo wears (twin-turbo D5) from 130,000 km
The D5 twin-turbo shows high-pressure turbo problems at higher mileage: loose turbine shaft, oil in the air pipe, in severe cases turbine wheel collapse often after oil starvation. Debris can contaminate the second turbo and intake tract. Replacing both turbos at the dealer costs 2,500–7,500 EUR.
Symptoms: Oil in the air pipe after the turbo, whistling from the turbo area, power loss, smoke under load, metallic noise. - !! Plastic intake manifold distorts — fire-risk recall from 90,000 km
The D5 twin-turbo was also affected by the manifold recall: EGR soot settles on the swirl flaps in the plastic intake manifold, and heat build-up can distort or melt it. Higher exhaust temperatures slow the sooting somewhat. Volvo recalled over 500,000 diesels worldwide; the remedy is manifold replacement.
Symptoms: Unusual smell in the cabin, power loss, engine warning light, in rare extreme cases an engine-bay fire. - !! EGR system susceptible despite higher load from 80,000 km
The D5 bi-turbo is also affected by the EGR cooler recall. Although higher exhaust temperatures slow down soot paste formation somewhat, EGR problems also occurred on this engine variant.
Symptoms: EGR fault code, engine throttling, in worst cases fire risk
+ 2 more engine weaknesses + vehicle weaknesses
Turbocharged two-litre four-cylinder from the Drive-E/VEA family, here in the detuned entry stage and paired with a 48-volt mild-hybrid system. A belt-driven integrated starter generator mounts to the side of the block, adds a brief shove under acceleration and recuperates on deceleration, cutting fuel use noticeably. Direct injection means intake-valve coking at higher mileage, plus the typical VEA piston-ring oil consumption and an electric water pump that turns troublesome on certain batches. Valve timing runs on a dry belt that Volvo has cut back to 90,000 km or ten years. Unremarkable day to day, but not maintenance-free: keep an eye on the PCV, the belt and the 48-volt electrical system.
- !! Timing belt – interval cut by Volvo to 90,000 km from 90,000 km
The Drive-E base engine uses a dry timing belt. Volvo cut the interval from an original ~230,000 km down to 90,000 km or ten years. Oil leaks at the crankshaft seal can contaminate the belt and destroy it prematurely.
Symptoms: Squeal on cold starts, visible cracks or oil traces on the belt; on failure catastrophic engine damage from valve-to-piston contact. - !! Oil consumption from VEP4 piston rings from 80,000 km
All B4204T34 MHEV variants share the Drive-E base engine. The known piston ring and oil consumption problem of the early VEP4 generation also applies here, especially on vehicles prior to the production update in 2019.
Symptoms: Dropping oil level without visible leak, occasional blue smoke, consumption above 0.5 L/1,000 km - !! 48V starter generator (ISG/BISG) failure from 90,000 km
The belt-driven 48V starter generator mounts to the side of the block. Belt, tensioner or the module with its inverter can wear; a failed ISG module triggers a charging-fault message and can strand the car. Often a software fix first.
Symptoms: 12V battery critical message, unusual noise or vibration during automatic stop-start, no boost, warning light; in the worst case a breakdown.
+ 3 more engine weaknesses + vehicle weaknesses
Mid-output stage of the turbocharged two-litre four-cylinder from the Drive-E/VEA line with a 48-volt mild-hybrid system. Compared with the entry variant it runs slightly more boost for stronger pull, while the mechanical base is identical. The belt-driven starter generator assists when pulling away and recuperates; the 48-volt system with its own battery and inverter should be checked from around 100,000 km. Direct injection causes intake-valve coking, alongside the familiar VEA piston-ring oil consumption and occasional electric water-pump failures. Timing runs on a dry belt with the interval cut by Volvo to 90,000 km or ten years. A solid long-distance engine that does not forgive neglected belt and crankcase-ventilation maintenance.
- !! Timing belt – interval cut by Volvo to 90,000 km from 90,000 km
The Drive-E base engine uses a dry timing belt. Volvo cut the interval from an original ~230,000 km down to 90,000 km or ten years. Oil leaks at the crankshaft seal can contaminate the belt and destroy it prematurely.
Symptoms: Squeal on cold starts, visible cracks or oil traces on the belt; on failure catastrophic engine damage from valve-to-piston contact. - !! Oil consumption from VEP4 piston rings from 80,000 km
All B4204T34 MHEV variants share the Drive-E base engine. The known piston ring and oil consumption problem of the early VEP4 generation also applies here, especially on vehicles prior to the production update in 2019.
Symptoms: Dropping oil level without visible leak, occasional blue smoke, consumption above 0.5 L/1,000 km - !! 48V starter generator (ISG/BISG) failure from 90,000 km
The belt-driven 48V starter generator mounts to the side of the block. Belt, tensioner or the module with its inverter can wear; a failed ISG module triggers a charging-fault message and can strand the car. Often a software fix first.
Symptoms: 12V battery critical message, unusual noise or vibration during automatic stop-start, no boost, warning light; in the worst case a breakdown.
+ 3 more engine weaknesses + vehicle weaknesses
Higher output stage of the turbocharged two-litre four-cylinder from the Drive-E/VEA family with a 48-volt mild-hybrid system. More boost and a twin-scroll turbo deliver crisp response and strong pull; mechanically it shares its base with the lower stages. The belt-coupled 48-volt starter generator provides boost and recuperation, but the module and its inverter can fail and then trigger a charging-fault message. The higher thermal load makes turbo oil return, intake-valve coking and the VEA-typical oil consumption especially worth watching. Dry timing belt with the interval reduced to 90,000 km or ten years. A muscular everyday engine that needs disciplined oil care and attention to the 48-volt system.
- !! Timing belt – interval cut by Volvo to 90,000 km from 90,000 km
The Drive-E base engine uses a dry timing belt. Volvo cut the interval from an original ~230,000 km down to 90,000 km or ten years. Oil leaks at the crankshaft seal can contaminate the belt and destroy it prematurely.
Symptoms: Squeal on cold starts, visible cracks or oil traces on the belt; on failure catastrophic engine damage from valve-to-piston contact. - !! Oil consumption from VEP4 piston rings from 80,000 km
All B4204T34 MHEV variants share the Drive-E base engine. The known piston ring and oil consumption problem of the early VEP4 generation also applies here, especially on vehicles prior to the production update in 2019.
Symptoms: Dropping oil level without visible leak, occasional blue smoke, consumption above 0.5 L/1,000 km - !! 48V starter generator (ISG/BISG) failure from 90,000 km
The belt-driven 48V starter generator mounts to the side of the block. Belt, tensioner or the module with its inverter can wear; a failed ISG module triggers a charging-fault message and can strand the car. Often a software fix first.
Symptoms: 12V battery critical message, unusual noise or vibration during automatic stop-start, no boost, warning light; in the worst case a breakdown.
+ 3 more engine weaknesses + vehicle weaknesses
Highest mild-hybrid stage of the two-litre four-cylinder from the Drive-E/VEA family, here as a twincharger with turbo and mechanical supercharger for maximum pull without low-end lag. On top of that sits the belt-driven 48-volt starter generator for boost and recuperation. The high specific output loads the turbo, supercharger drive and cooling harder, so intake-valve coking from direct injection, the VEA piston-ring oil consumption and the electric water pump all deserve extra attention. Valve timing runs on a dry belt whose interval Volvo has reset to 90,000 km or ten years. The strongest everyday petrol engine without a high-voltage battery, it relies on clean oil care and an intact 48-volt system.
- !! Timing belt – interval cut by Volvo to 90,000 km from 90,000 km
The Drive-E base engine uses a dry timing belt. Volvo cut the interval from an original ~230,000 km down to 90,000 km or ten years. Oil leaks at the crankshaft seal can contaminate the belt and destroy it prematurely.
Symptoms: Squeal on cold starts, visible cracks or oil traces on the belt; on failure catastrophic engine damage from valve-to-piston contact. - !! Oil consumption from VEP4 piston rings from 80,000 km
All B4204T34 MHEV variants share the Drive-E base engine. The known piston ring and oil consumption problem of the early VEP4 generation also applies here, especially on vehicles prior to the production update in 2019.
Symptoms: Dropping oil level without visible leak, occasional blue smoke, consumption above 0.5 L/1,000 km - !! 48V starter generator (ISG/BISG) failure from 90,000 km
The belt-driven 48V starter generator mounts to the side of the block. Belt, tensioner or the module with its inverter can wear; a failed ISG module triggers a charging-fault message and can strand the car. Often a software fix first.
Symptoms: 12V battery critical message, unusual noise or vibration during automatic stop-start, no boost, warning light; in the worst case a breakdown.
+ 3 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
The 2.0 T8 powertrain combines the VEA Twincharge petrol engine (supercharger for low-end torque, turbo up top, 1969 cc) at the front with an electric ERAD rear-axle motor — yielding the roughly 400 hp system output and electric all-wheel drive. The combustion engine itself is robust and runs smoothly; its weak spot is the mechanically driven supercharger, whose pulley bearing wears at high mileage and announces itself with a whine or howl. The biggest cost driver, however, is the first- and second-generation ERAD unit, whose clutch pack sheds metal debris into the axle-oil circuit and in the worst case destroys the entire unit — a four- to five-figure repair. The LG high-voltage battery on 2020–2022 model years also fell under a fire-risk recall. Buyers should check axle-oil change history, battery health and recall status.
- !! ERAD rear axle motor clutch failure from 80,000 km
The early ERAD rear axle electric motor (2016–2017, Siemens design) suffered clutch pack failure. Metal particles contaminated the differential oil, causing progressive bearing wear. Dealer repair costs exceeded 8,000 €.
Symptoms: Grinding or clicking from the rear axle, judder under acceleration, loss of electric rear-wheel drive - !! Recall: Battery fire risk from LG manufacturing defect
Fire-risk recall (NHTSA 25V-179): LG high-voltage battery modules with a production deviation can internally short-circuit and enter thermal runaway. Affects S60/V60/XC60/XC90/S90/V90 T8 of model years 2020–2022. Dealers inspect and replace the battery module and apply monitoring software.
- !! High-voltage battery degrades faster than expected
Some T8 PHEV owners report range losses of 20% or more in the first year. According to forum reports, Volvo accepted 25% range loss in the first year as 'within specification'. Improvements from 2022 models onward.
Symptoms: Noticeably reduced electric range after 1–2 years, combustion engine cutting in more frequently
+ 3 more engine weaknesses + vehicle weaknesses
Vehicle Weaknesses
| Weakness | Cost | |
|---|---|---|
| Water ingress into the windscreen wiper motor Water gets into the windscreen wiper motor and causes it to fail. SPA platform models are affected; a 2020 recall addressed incorrectly tightened wiper arms. Visibility in rain significantly impaired. Symptoms: Wiper motor fails in wet conditions, wipers stop working from 60,000 km | Medium | |
| 48V mild-hybrid battery and ISG problems The mild hybrids (B4/B5/B6) use a 48V battery in the boot and a belt-driven integrated starter generator (ISG) instead of a classic starter. Software faults can deep-discharge the 48V battery so the engine will not start. If the battery or ISG fails, replacement is expensive (battery roughly EUR 1000-1500 plus core). Symptoms: Engine will not start, mild-hybrid warning, no stop-start or boost, sudden loss of electric assist from 90,000 km | High | |
| T8 PHEV: 12V starter battery drains, car will not start On the T8 Recharge plug-in hybrids the small 12V starter battery drains after just a few days of standing even though the large drive battery is full — the car then will not start. Causes include high parasitic draw, failed OTA updates and weak cells. Volvo recommends connecting the charging cable when the car is parked. Symptoms: Car will not start after sitting, everything dead despite a full drive battery, repeated 12V battery deep discharge, fault after OTA update from 30,000 km | Low | |
| Sensus infotainment freezes, goes black or reboots The Sensus system on the SPA platform (XC60 II, S90 II, V90 II) freezes, shows a black screen or reboots while driving — sometimes every few minutes. Climate, reversing camera and navigation drop out, affecting safety-relevant functions. Software updates improve stability; persistent cases need a center display replacement. Symptoms: Screen freezes or goes black, touch unresponsive, navigation and climate controls drop out while driving, system reboots every few minutes, Bluetooth/CarPlay disconnects from 40,000 km | Low | |
| Sensus touchscreen: anti-glare coating peels off The Sensus touchscreen's anti-glare coating delaminates from UV exposure or harsh cleaners, forming bubbles and milky streaks. The display still works but looks poor. The coating can be removed with isopropyl alcohol and replaced with a screen protector; otherwise a costly display swap is needed. Symptoms: Bubbles, milky patches or peeling layer on the screen, increased reflections, blotchy image in sunlight from 90,000 km | Medium |
Test Reports
TÜV Report 2026
The XC60 II shows a predominantly positive MOT picture. Brakes, suspension and bodywork score better than the SUV average.
2025-11Top Reported Issues
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Explore more
Known Problems and Issues +
A total of 81 weaknesses have been documented for the Volvo XC60 2 (2017–2024) — 66 engine-related and 15 vehicle-related. 2 problem engines: D4204T9 (2.0L D3 Drive-E), D4204T14 (2.0L D4 Drive-E). Typical issues affect Electronics, Other, Brakes, Interior.
XC60 (D4204T9, 2017–2022) — 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, 2017–2022) — Stay Away!: EGR cooler sooted — fire-risk recall (D4), Plastic intake manifold distorts — fire-risk recall, High-pressure turbo failure — turbine wheel break. Power: 190–197 PS.
XC60 (D4204T23, 2017–2022) — Be Careful: High-pressure turbo wears (twin-turbo D5), Plastic intake manifold distorts — fire-risk recall, EGR system susceptible despite higher load. Power: 235–241 PS.
XC60 (B4204T19, 2017–2024) — 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: 190–197 PS.
XC60 (B4204T23, 2017–2024) — 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: 250–254 PS.
XC60 (B4204T27, 2017–2024) — 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: 317–326 PS.
XC60 (B4204T34-B3, 2020–2024) — Be Careful: Timing belt – interval cut by Volvo to 90,000 km, Oil consumption from VEP4 piston rings, 48V starter generator (ISG/BISG) failure. Power: 163 PS.
XC60 (B4204T34-B4, 2020–2024) — Be Careful: Timing belt – interval cut by Volvo to 90,000 km, Oil consumption from VEP4 piston rings, 48V starter generator (ISG/BISG) failure. Power: 190–197 PS.
XC60 (B4204T34-B5, 2020–2024) — Be Careful: Timing belt – interval cut by Volvo to 90,000 km, Oil consumption from VEP4 piston rings, 48V starter generator (ISG/BISG) failure. Power: 250–254 PS.
XC60 (B4204T34-B6, 2020–2024) — Be Careful: Timing belt – interval cut by Volvo to 90,000 km, Oil consumption from VEP4 piston rings, 48V starter generator (ISG/BISG) failure. Power: 303–317 PS.
XC60 (B4204T35, 2017–2021) — Be Careful: ERAD rear axle motor clutch failure, Recall: Battery fire risk from LG manufacturing defect, High-voltage battery degrades faster than expected. Power: 317–326 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 2 have? +
What should I look for when buying a used Volvo XC60 2? +
Which engine is recommended? +
Which Volvo XC60 2 engine is the most fun? +
Is the Volvo XC60 2 worth buying used? +
What horsepower variants are available for the Volvo XC60 2? +
Last updated: February 2026 · All information without guarantee