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!190–197 PS
2.0L D4 Drive-E Diesel
7 weaknesses
Stay Away!Generations
Engine Overview
The Volvo XC60 2 is available with 11 engine variants — from 150 to 326 hp.
Drive-E four-cylinder diesel with 2.0 litres and 110 kW for the D3 range. Common-rail injection with Euro 6 standard and single-stage turbocharging. Economical all-round diesel with good fuel consumption figures for high-mileage users on medium-length routes.
- !! EGR cooler soot-clogged — fire risk from 60,000 km
The D3/D4 VEA diesel had a defective EGR cooler gasket that formed soot paste from condensation. EGR pipes and cooler clogged up to 90%. Volvo issued a recall in 2020 due to fire risk. Dealers reported 5–10 repairs per week.
Symptoms: Check engine light, engine throttling ('turtle mode'), EGR fault code, in severe cases smoke from engine bay - !! Timing belt maintenance must be observed from 150,000 km
The D3 Drive-E uses a timing belt with a change interval of approx. 108,000 miles / 10 years. Many used vehicles have no documented belt replacement. Belt failure means total engine damage.
Symptoms: No warning before belt failure — engine stall. Belt check: look for cracking, wear, hardened rubber - !! DPF clogging with short-trip use from 150,000 km
The 2.0 D3 VEA requires sufficiently long drives for DPF regeneration. Short-trip use prevents complete regeneration cycles. DPF cleaning or replacement necessary at 150,000–200,000 km.
Symptoms: DPF warning light, power loss, increased fuel consumption, soot smell
+ 4 more engine weaknesses + vehicle weaknesses
D4 four-cylinder diesel with 140 kW and twin-turbocharging for strong torque of 400 Nm. Euro 6 compliant with SCR catalyst and common-rail injection at up to 2,000 bar injection pressure. Robust base with known particulate filter issues with frequent short-trip use.
- !! EGR recall due to fire risk (same as D3) from 60,000 km
The D4 190 hp VEA diesel was also affected by the 2020 EGR cooler recall. Clogged EGR systems with fire risk occurred on vehicles with the D4204T14 engine just as on the weaker D3. Check recall status.
Symptoms: Check engine light, engine throttling, in severe cases smoke from engine bay - !! Turbocharger failure — turbine wheel collapse from 100,000 km
The D4 Drive-E turbocharger shows turbine wheel damage from 80,000–120,000 km. Debris can contaminate the intercooler. Primary cause: frequent short trips and overdue oil changes.
Symptoms: Sudden power loss, black smoke, metallic whistling or grinding from engine bay, check engine light - !! DPF issues from high EGR soot load from 120,000 km
On the D4 variant, the elevated EGR soot input also leads to accelerated DPF clogging. The combined EGR+DPF problem makes diagnosis difficult. A predominantly short-trip driving profile worsens both issues.
Symptoms: DPF warning light, engine power reduction, increased fuel consumption, occasionally rough running
+ 4 more engine weaknesses + vehicle weaknesses
Strongest Drive-E diesel with 173 kW and PowerPulse technology against turbo lag. Twin-turbo with variable turbine geometry for 480 Nm at low RPM. Only available with eight-speed automatic; SCR system for Euro 6.
- !! High-pressure turbocharger shaft wears (bi-turbo) from 180,000 km
The D5 bi-turbo D4204T23 develops problems with the high-pressure turbocharger at high mileage. Loose turbine shaft and oil in the air pipe are typical findings. Repair of both turbos has cost owners €2,500–7,500 at the dealer.
Symptoms: Oil in air pipe after turbo, whistling from turbo area, power loss, smoke under load - !! Turbocharger failure (V90/XC90 D5) from 90,000 km
The D5 Drive-E (235 hp) shows turbocharger failure, sometimes at relatively low mileages. SwedeSpeed forum documents turbine wheel collapse. Debris can contaminate the intercooler and intake tract.
Symptoms: Heavy power loss, black smoke, metallic noise from engine bay, car goes into limp mode - !! 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
+ 3 more engine weaknesses + vehicle weaknesses
Drive-E turbocharged four-cylinder with 48-volt mild hybrid system (BISG) for the B3 entry level. The integrated starter-generator on the belt drive provides boost on acceleration and recuperates on deceleration. Up to 15% fuel reduction compared to the conventional petrol engine.
- !! Timing belt — change as Drive-E 120,000 km from 120,000 km
The MHEV base engine uses the same timing belt drive as all Drive-E T variants. 120,000 km change interval applies; on the MHEV also check the ISG belt tensioner.
Symptoms: No warning signs; squeaking on cool starts as early warning - !! 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) belt wears from 100,000 km
The belt-driven 48V integrated starter-generator sits on the accessory belt. At higher mileages the ISG belt and pulley can wear or cause vibration issues. Limited long-term data available.
Symptoms: Vibration on engine rocking, noise on cranking, ISG warning light in instrument cluster
+ 1 more engine weaknesses + vehicle weaknesses
B4 variant of the Drive-E MHEV with 48-volt mild hybrid support and 140 kW system output. Same base as the B3 but higher boost pressure for more mid-range pull. Suitable for comfortable long-distance driving; check the 48V electrical system regularly above 100,000 km.
- !! Timing belt — change as Drive-E 120,000 km from 120,000 km
The MHEV base engine uses the same timing belt drive as all Drive-E T variants. 120,000 km change interval applies; on the MHEV also check the ISG belt tensioner.
Symptoms: No warning signs; squeaking on cool starts as early warning - !! 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) belt wears from 100,000 km
The belt-driven 48V integrated starter-generator sits on the accessory belt. At higher mileages the ISG belt and pulley can wear or cause vibration issues. Limited long-term data available.
Symptoms: Vibration on engine rocking, noise on cranking, ISG warning light in instrument cluster
+ 1 more engine weaknesses + vehicle weaknesses
B5 mild hybrid with 48-volt system and 184 kW system output for more sporting dynamics. Twin-scroll turbocharger and integrated starter-generator for immediate response and fuel savings. Eight-speed Geartronic as standard; check Haldex coupling on all-wheel-drive variants.
- !! Timing belt — change as Drive-E 120,000 km from 120,000 km
The MHEV base engine uses the same timing belt drive as all Drive-E T variants. 120,000 km change interval applies; on the MHEV also check the ISG belt tensioner.
Symptoms: No warning signs; squeaking on cool starts as early warning - !! 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) belt wears from 100,000 km
The belt-driven 48V integrated starter-generator sits on the accessory belt. At higher mileages the ISG belt and pulley can wear or cause vibration issues. Limited long-term data available.
Symptoms: Vibration on engine rocking, noise on cranking, ISG warning light in instrument cluster
+ 1 more engine weaknesses + vehicle weaknesses
Strongest mild hybrid variant with 48-volt system and 228 kW from the 2.0-litre Drive-E twin-charger. Turbo and supercharger combined for maximum pulling power; 48V ISG for recuperation and boost. Most sporting everyday option without a high-voltage battery in the Volvo portfolio.
- !! Timing belt — change as Drive-E 120,000 km from 120,000 km
The MHEV base engine uses the same timing belt drive as all Drive-E T variants. 120,000 km change interval applies; on the MHEV also check the ISG belt tensioner.
Symptoms: No warning signs; squeaking on cool starts as early warning - !! 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) belt wears from 100,000 km
The belt-driven 48V integrated starter-generator sits on the accessory belt. At higher mileages the ISG belt and pulley can wear or cause vibration issues. Limited long-term data available.
Symptoms: Vibration on engine rocking, noise on cranking, ISG warning light in instrument cluster
+ 1 more engine weaknesses + vehicle weaknesses
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.
- !! 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 - !! Excessive oil consumption due to defective piston rings (up to MY2016) from 80,000 km
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 - !! Oil consumption from weak piston rings (VEP4 issue) from 50,000 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
+ 3 more engine weaknesses + vehicle weaknesses
Drive-E turbocharged four-cylinder with 2.0 litres and 187 kW for the T5 range. Larger turbocharger than the T4 with higher boost pressure for a more sporting character. Eight-speed Aisin automatic as standard; strictly observe oil change intervals.
- !! 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 consumption piston ring failure (early Drive-E series) from 80,000 km
The high-output T5 Drive-E shares the piston ring problem with the T4. Vehicles up to MY2016 are particularly affected. Increased oil consumption is systemic and was covered by a class action lawsuit.
Symptoms: Oil consumption above 0.5 L/1,000 km, blue smoke on warm-engine acceleration, oil level drops noticeably between changes - !! Timing belt interval and tensioner — critical maintenance from 130,000 km
The Drive-E T5 uses a timing belt (not a chain). Volvo's stated change interval is 150,000 miles / 10 years, but specialists recommend considerably earlier (120,000–150,000 km). Belt failure causes engine damage.
Symptoms: No early warning signs typical — sudden engine stop without prior indication at belt failure. Prevention: inspect for cracking at every service
+ 3 more engine weaknesses + vehicle weaknesses
Volvo Drive-E twin-charged engine with turbo and supercharger for 235 kW from 2.0 litres. Unique drivetrain with sequential boost for immediate response at low RPM. More complex maintenance requirements due to dual charging.
- !! 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 - !! Supercharger bypass valve failed (P00C4) from 100,000 km
The T6 supercharger bypass valve fails mechanically and triggers fault code ECM P00C423. Typical problem on older T6 engines, causing power loss and irregular engine running.
Symptoms: Irregular power delivery, check engine light with code P00C4, power drop at shift points
+ 1 more engine weaknesses + vehicle weaknesses
Drive-E combustion engine in the T8 plug-in hybrid configuration with twin-charging and rear axle electric motor. Combustion engine alone produces 235 kW; system output is 298–340 kW depending on model year. Eight-speed Geartronic automatic at the front, electric motor at the rear axle for all-wheel drive.
- !! 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
Volvo recalled approximately 73,000 PHEV vehicles (S60, V60, S90, V90, XC60, XC90) in 2021–2022 due to fire risk from defective LG battery cells. Affected owners were advised not to charge until inspection.
- !! 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
+ 1 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 | |
| Sensus infotainment crashes or freezes The Sensus infotainment system on the SPA platform (XC60 II, S90 II, V90 II, S60 III, V60 II) freezes or reboots while driving. Software updates improve stability. Steering wheel controls drop out sporadically. Symptoms: Screen freezes, navigation drops out while driving, Bluetooth connection drops repeatedly from 40,000 km | Low | |
| Tailgate lift arm loosens in cold weather On the XC60 II the electric tailgate lift arm loosens in low temperatures and impairs operation. Affects models from 2018 and 2019. Volvo issued a recall for this. Symptoms: Tailgate does not open fully or does not close correctly in cold weather, noise when opening the tailgate from 30,000 km | Low | |
| Sensus touchscreen freezes or goes black The Sensus infotainment system freezes on the XC60 II or shows a black screen. Software updates usually help; in stubborn cases a control unit replacement is needed. Symptoms: Touchscreen unresponsive, display goes black or shows error messages from 40,000 km | Medium | |
| Tailgate arm freezes in cold weather Early XC60 II tailgate arms freeze solid below 0°C. Volvo recall for vehicles up to October 2018; lift arm replacement by Volvo dealer free of charge. Symptoms: Tailgate cannot be opened in frost or does not close automatically | Low |
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 67 weaknesses have been documented for the Volvo XC60 2 (2017–2024) — 56 engine-related and 11 vehicle-related. One problem engine: D4204T14 (2.0L D4 Drive-E). Typical issues affect Electronics, Brakes, Suspension, Interior.
XC60 (D4204T9, 2017–2022) — Be Careful: EGR cooler soot-clogged — fire risk, Timing belt maintenance must be observed, DPF clogging with short-trip use. Power: 150 PS.
XC60 (D4204T14, 2017–2022) — Stay Away!: EGR recall due to fire risk (same as D3), Turbocharger failure — turbine wheel collapse, DPF issues from high EGR soot load. Power: 190–197 PS.
XC60 (D4204T23, 2017–2022) — Be Careful: High-pressure turbocharger shaft wears (bi-turbo), Turbocharger failure (V90/XC90 D5), EGR system susceptible despite higher load. Power: 235–241 PS.
XC60 (B4204T19, 2017–2024) — Be Careful: Timing belt — change interval 120,000 km/8 years, Excessive oil consumption due to defective piston rings (up to MY2016), Oil consumption from weak piston rings (VEP4 issue). Power: 190–197 PS.
XC60 (B4204T23, 2017–2024) — Be Careful: Timing belt — change every 120,000 km mandatory, Oil consumption piston ring failure (early Drive-E series), Timing belt interval and tensioner — critical maintenance. Power: 250–254 PS.
XC60 (B4204T27, 2017–2024) — Be Careful: Supercharger seals wear at high mileage, Timing belt — change more complex due to supercharger, Supercharger bypass valve failed (P00C4). Power: 317–326 PS.
XC60 (B4204T34-B3, 2020–2024) — Be Careful: Timing belt — change as Drive-E 120,000 km, Oil consumption from VEP4 piston rings, 48V starter-generator (ISG) belt wears. Power: 163 PS.
XC60 (B4204T34-B4, 2020–2024) — Be Careful: Timing belt — change as Drive-E 120,000 km, Oil consumption from VEP4 piston rings, 48V starter-generator (ISG) belt wears. Power: 190–197 PS.
XC60 (B4204T34-B5, 2020–2024) — Be Careful: Timing belt — change as Drive-E 120,000 km, Oil consumption from VEP4 piston rings, 48V starter-generator (ISG) belt wears. Power: 250–254 PS.
XC60 (B4204T34-B6, 2020–2024) — Be Careful: Timing belt — change as Drive-E 120,000 km, Oil consumption from VEP4 piston rings, 48V starter-generator (ISG) belt wears. 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