Volvo XC70 2
Weaknesses, engine ratings and buying advice
The Volvo XC70 II (2007–2016) moved to the P3 platform — shared with the V70 III, S80 II, and XC60 I. More refined, more technology, more complexity. The predecessor XC70 I was simpler; this one is better but demands more attention.
Ten engines spanning the old five-cylinder era and the new Drive-E four-cylinders. The B6324S 3.2L naturally aspirated inline-six is the insider pick — no turbo to fail, smooth power delivery, priced like a base car because nobody wants the fuel consumption. The B5254T7 2.5L turbo T5 is the proven performance petrol. The D5244T10/T15 2.4L D5 diesels (post-2010) are the European long-distance champions. The late B4204T19 (T4 Drive-E, 2014+) and D4204T14 (D4 Drive-E) are efficient but too new in the XC70 to have deep long-term data.
The angle gear strikes again — same bearing failure mechanism as the XC70 I, just on the P3 platform. NHTSA documents $5,580 repairs. The propshaft center support bearing dries out and collapses, causing a motorway-speed drone ($400–1,200). The ABS/DSTC module has documented solder joint failures — intermittent warnings that worsen in cold weather, sometimes causing unexpected vehicle slowdown ($300–1,500).
The P3-platform-specific problem: windscreen debonding. Factory bonding was inadequate along the top edge — sometimes completely absent. Water pours into the A-pillar, soaks carpets, and kills the central electronics module. 10+ NHTSA complaints across 2008–2013. Check headliner staining and press front carpets before buying.
The D5 diesel timing belt tensioner can fail as early as 50,000 miles — Volvo’s 120,000-mile interval is too optimistic. Specialists recommend 70,000–80,000 miles. Failure destroys the engine.
Test-drive checklist: Angle gear: listen for droning that increases with speed. Windscreen: headliner staining above windshield, damp footwells. D5: timing belt documentation — if over 70,000 miles with no record, budget $600–1,000 immediately. ABS: warning lights at startup? Haldex: full-lock test. Panoramic sunroof: any chips or delamination (spontaneous shattering documented).
2026 market: 2007–2009 from $5,000–9,000 / $3,500–7,500. 2010–2013 mid-spec: $9,000–15,000 / $7,500–14,500. 2014–2016 Drive-E: $14,000–22,000 / $10,000–20,000. Insider pick: B6324S 3.2L NA (2010–2013), non-panoramic roof, with documented Haldex service — the naturally aspirated six-cylinder dodges turbo and timing belt drama entirely, and the lack of a panoramic roof eliminates the glass-shattering risk.
304 PS
XC70 · Benzin
Real sport Volvo
Fun to Drive!238–243 PS
3.2L Benzin
4 weaknesses
Good Choice181–185 PS
2.4L D5 Diesel
7 weaknesses
Stay Away!Generations
Engine Overview
The Volvo XC70 2 is available with 6 engine variants — from 133 to 305 hp. 3 variants had engine changes — the model year is crucial.
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
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
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
Turbocharged 2.5-litre inline five-cylinder of the later Whiteblock generation, aluminium head on a cast-iron block, DOHC, 20 valves, belt-driven. A robust base engine with the classic five-cylinder sound and smooth torque delivery. The weak point is the ageing PCV (crankcase ventilation) system: once the oil trap clogs, crankcase pressure builds, blows out seals and forces oil into the intake — by far the most common repair. Timing-belt service is mandatory because this is an interference engine: a snapped belt lets the valves hit the pistons. Turbocharger and wastegate actuator wear only at high mileage. The water-cooled turbo runs a thermostat that can fail open over the years, hurting warm-up behaviour. Durable with a maintained PCV system and observed belt intervals.
- !! Timing belt + water pump from 160,000 km
Timing belt replacement every 160,000 km or 10 years including water pump. Water pump is belt-driven — an old pump failing after belt replacement destroys the new belt.
Symptoms: No warning signal. Belt failure leads to total engine damage. - !! PCV oil trap clogged from 100,000 km
The PCV (crankcase ventilation) system's plastic parts grow brittle with age and clog with oil coke. The resulting crankcase over-pressure blows out crank and cam seals and forces oil into the intake. The oil-trap box plus hoses run around 300 euros in parts.
Symptoms: Whistling or hissing at idle, oil in the air filter/intake area, rising oil consumption, oil mist from breather hoses, pressure at the dipstick. - !! Wastegate actuator faulty from 150,000 km
The boost pressure regulator actuator (wastegate) can seize or suffer diaphragm damage. The result is uncontrolled boost pressure or power loss.
Symptoms: Severely fluctuating power, sudden power loss, limp mode, check engine light with boost pressure fault code.
+ 2 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 | |
|---|---|---|
| ABS/DSTC control module solder joint failure Bosch/ATE ABS modules have a high failure rate from faulty solder joints. XC70 specifically listed as affected model. Warning lights appear intermittently, worse in extreme cold. Dealer replacement $1,500-2,000; specialist reflow service much cheaper. Symptoms: ABS and DSTC warning lights, brake warning light, unexpected vehicle slowdown, wheel speed sensor fault codes that persist after sensor replacement from 190,000 km | Medium | |
| CRM control unit or roof Hall sensors faulty The CRM control module and twelve Hall sensors control the exact position of the folding roof. When a sensor fails, the mechanism stops immediately. Symptoms: Roof fault warning in display, roof stops at any position, only readable with VIDA. from 100,000 km | Medium | |
| Electric window regulator faulty The C70 II electric window regulators are prone to cable breaks and failed carriers. Particularly critical on the convertible as the window must function correctly for roof operation. Symptoms: Window can no longer move, cracking noise when operating, window drops into door | Low | |
| Tailgate wiring harness breaks at hinge area 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. Symptoms: 'Tailgate open' message on instrument cluster, rear window heater not working, rear brake lights fail from 80,000 km | Low | |
| Nav/audio system fails due to cold solder joints 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. Symptoms: Black screen, navigation unresponsive, audio system drops out on cold start from 140,000 km | Medium | |
| Blind spot assistant (BLIS) failure 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. Symptoms: BLIS warning light permanently on or system no longer shows warnings from 120,000 km | Low | |
| Faulty infotainment control unit The C70 II infotainment system fails through control unit defects and connectivity problems. Replacement units are available; climate control can also be affected. Symptoms: Display stays black, touchscreen unresponsive, climate control non-functional from 100,000 km | Medium |
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Known Problems and Issues +
A total of 97 weaknesses have been documented for the Volvo XC70 2 (2007–2016) — 69 engine-related and 28 vehicle-related. 4 problem engines: D5244T4 (2.4L D5), D5244T10 (2.4L D5), D5244T15 (2.4L D5), D4204T14 (2.0L D4 Drive-E). Typical issues affect Electronics, Suspension, Steering, Rust. Considered reliable: B6324S5 (3.2L).
XC70 (D5244T4, 2007–2009) — Stay Away!: Injector seal leaking (Black Death), Timing belt + water pump, Swirl flap linkage breaks. Power: 185 PS.
XC70 (D5244T10, 2009–2016) — Stay Away!: Injector seal leaking, Timing belt + water pump, Swirl flap linkage breaks. Power: 205 PS.
XC70 (D5244T15, 2010–2016) — Stay Away!: Injector seal leaking, Timing belt + water pump, DPF clogs with short-trip use. Power: 215 PS.
XC70 (D4204T14, 2014–2016) — 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.
XC70 (B5254T7, 2007–2016) — Be Careful: Timing belt + water pump, PCV oil trap clogged, Wastegate actuator faulty. Power: 230 PS.
XC70 (B6304T2, 2007–2010) — Be Careful: High oil consumption from piston rings (pre-2012), Thermostat sticks closed, PCV diaphragm tears. Power: 285 PS.
XC70 (B6324S, 2007–2010) — Be Careful: READ unit (thrust bearing) fails, Camshaft end plugs leaking, Integrated exhaust-manifold catalytic converters fail. Power: 238 PS.
XC70 (B6304T4, 2010–2016) — Be Careful: Elevated oil consumption (pre-2012), Timing chain (rare, but expensive), Thermostat sticks closed. Power: 304 PS.
XC70 (B4204T19, 2013–2016) — 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.
What to watch out for with the Volvo XC70? See the detailed listing of all engine and vehicle weaknesses in the sections above.
Frequently Asked Questions
What problems and weaknesses does the Volvo XC70 2 have? +
What should I look for when buying a used Volvo XC70 2? +
Which engine is recommended? +
Which Volvo XC70 2 engine is the most reliable? +
Which Volvo XC70 2 engine is the most fun? +
Is the Volvo XC70 2 worth buying used? +
What horsepower variants are available for the Volvo XC70 2? +
Last updated: February 2026 · All information without guarantee