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 Choice190–197 PS
2.0L D4 Drive-E 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.
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
Upgraded D5 generation with 136 kW and increased injection pressure for improved torque of 450 Nm. Variable turbine geometry for improved response. Reliable with regular oil care; check the particulate filter on later versions.
- !! Injector seal leaking (Black Death) from 130,000 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. - !! Swirl flap linkage breaks from 150,000 km
The plastic swirl flap linkage in the intake manifold fatigues and breaks. Loose parts can be sucked into the combustion chamber and damage valves or pistons. Damage up to €5,000 possible.
Symptoms: Check engine light, power loss, rattling noise from intake area, in worst case engine damage. - !! 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.
+ 2 more engine weaknesses + vehicle weaknesses
D5 with two-stage sequential turbocharging for 151 kW and immediate response from low RPM. Small turbo for responsiveness, large turbo for high-load work. Complex to maintain due to the two-stage turbo system.
- !! Injector seal leaking from 140,000 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. - !! 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. - !! 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.
+ 1 more engine weaknesses + vehicle weaknesses
Strongest D5 variant with 158 kW and 440 Nm, bi-turbo charged for dynamic performance. Most powerful development stage of the proven 5-cylinder diesel with Euro 5 standard. Fitted in the more sporting diesel versions of all large Volvo model ranges.
- !! 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. - !! Injector seal leaking from 130,000 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. - !! DPF clogs with short-trip use from 150,000 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.
+ 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
Uprated variant of the 2.5-litre turbocharged five-cylinder with 169 kW and improved turbocharger geometry. Fitted in the second-generation V70 III and S80 II. Good balance of performance and long-term reliability with correct maintenance.
- !! 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 separator clogged from 100,000 km
Identical problem to the B5254T2: plastic PCV system components fail with age. Elevated crankcase pressure forces oil through seals.
Symptoms: Whistling noise, oil leak at rear of engine, rising oil consumption, oil mist from breather hoses. - !! 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.
+ 3 more engine weaknesses + vehicle weaknesses
Short inline-six (SI6) with 3.0 litres and turbocharging, developed under the Ford-Volvo cooperation. 210 kW with more linear power delivery than its predecessor. Transversely mounted in the large Volvo models; check oil supply and crankshaft bearings at high mileages.
- !! Elevated oil consumption (pre-2012) from 80,000 km
Engines before model year 2012 had systematically elevated oil consumption due to a piston ring design problem. Volvo acknowledged this and offered an extended warranty and piston ring replacement.
Symptoms: Engine oil depletes rapidly, blue smoke from exhaust, oil level must be topped up multiple times between changes. - !! Piston ring design flaw on early engines from 80,000 km
Early B6304T2 engines (up to 2012) were delivered with excessively weak piston rings optimised for efficiency. Volvo recognised the problem and revised the rings. Affected vehicles show noticeably elevated oil consumption.
Symptoms: Oil consumption above 1 L/1,000 km, poor idle, white or blue exhaust smoke - !! 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
+ 3 more engine weaknesses + vehicle weaknesses
Updated SI6 engine with 3.0 litres and increased output of 224 kW. Improved turbocharger and revised ECU compared to the T2. Complex maintenance due to a tight engine bay; chain tensioner and oil pump are known service points.
- !! 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
+ 3 more engine weaknesses + vehicle weaknesses
Naturally-aspirated short inline-six with 3.2 litres, 175 kW, and smooth running. Developed for Volvo flagship models as a refined alternative to the turbocharged engine. Chain drive with known chain tensioner weaknesses at higher mileages.
- !! 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. - !! READ unit bearing failure (up to 2010) from 120,000 km
Before MY2011, the READ unit (Rear Engine Ancillary Drive) uses needle roller bearings that can fail prematurely under splash lubrication. Typical symptom: squealing/grinding from the engine bay. Complex removal with special tooling required.
Symptoms: Grinding or rumbling from the right-hand side of the engine bay, especially on cold start; progressively louder - !! 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.
+ 4 more engine weaknesses + vehicle weaknesses
Evolved 3.2-litre naturally-aspirated engine with reduced internal friction and 179 kW. Improved crankshaft bearing and revised thermal management. Manufactured at the Ford plant in Wales; check chain tensioner above 150,000 km.
- !! 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 |
Top Reported Issues
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Known Problems and Issues +
A total of 94 weaknesses have been documented for the Volvo XC70 2 (2007–2016) — 69 engine-related and 25 vehicle-related. 2 problem engines: D5244T4 (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), Swirl flap linkage breaks, Timing belt + water pump. Power: 185 PS.
XC70 (D5244T10, 2009–2016) — Be Careful: Injector seal leaking, Swirl flap linkage breaks, Timing belt + water pump. Power: 205 PS.
XC70 (D5244T15, 2010–2016) — Be Careful: Timing belt + water pump, Injector seal leaking, DPF clogs with short-trip use. Power: 215 PS.
XC70 (D4204T14, 2014–2016) — 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 PS.
XC70 (B5254T7, 2007–2016) — Be Careful: Timing belt + water pump, PCV oil separator clogged, Wastegate actuator faulty. Power: 230 PS.
XC70 (B6304T2, 2007–2010) — Be Careful: Elevated oil consumption (pre-2012), Piston ring design flaw on early engines, Thermostat sticks closed. Power: 285 PS.
XC70 (B6324S, 2007–2010) — Be Careful: READ unit (thrust bearing) fails, READ unit bearing failure (up to 2010), Camshaft end plugs leaking. 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: 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 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