Volvo XC90 2
Weaknesses, engine ratings and buying advice
The Volvo XC90 II (2015–present) is the seven-seat flagship on Volvo's SPA platform — the car that repositioned the brand after years of Ford ownership. Every engine is a 2.0L four-cylinder Drive-E unit; the question is which flavour of turbo, supercharger, or electric motor you're buying with it.
Engine overview: The B4204T19 (T5, 254 hp AWD) is the combustion-only petrol baseline — reliable, no hybrid complexity. The B4204T27 (T6, 320 hp) adds a supercharger alongside the turbo and requires more attention: the twin-charging adds maintenance complexity and the 2015–2016 early builds had documented piston ring issues causing excessive oil consumption (up to 1 qt per 4,000 miles). T6 models from 2017 onward are significantly more solid. The B4204T35 (T8 PHEV, 390–455 hp) is the range-topper and the most complex — the ERAD (Electric Rear Axle Drive) on the rear axle is a known critical failure point. ERAD clutch wear causes grinding from the rear axle, AWD loss, and repair bills of $4,000–9,000. Failures cluster around 7–9 years or 100,000+ miles. Post-2019 ERAD units are redesigned and more durable. The diesel D4204T21 (D5, 235 hp) is the European long-distance option — strong, economical, no hybrid complexity.
The single biggest purchase decision: air suspension yes or no. The optional SPA air suspension (Four-C system) compressor fails from 50,000 miles, critical window 80,000–120,000 miles. Compressor: $900–2,500. Single air spring: $800–1,300. Volvo extended the warranty to 7 years/unlimited miles on 2016–2020 models — verify whether that coverage remains active. Deliberately choosing steel springs eliminates the highest-cost recurring maintenance item on this car.
Two significant recalls: Diesel models 2015–2017 were recalled for plastic intake manifolds that could overheat and pose a fire risk — verify completion on any D5. The automatic emergency braking (AEB) recall (2019–2020) addressed software that failed to detect obstacles — confirm via VIN. The Sensus infotainment system freezes in cold weather ($0–500 for software/hardware) — endemic to 2015–2018 builds, improved but not fully resolved by updates. Early builds also had A/C drain hose recalls causing wet footwells.
Test-drive checklist: Air suspension: park for 30 minutes and check whether the car sits level. Cold-start Sensus — does it boot within 30 seconds? T8: listen for any grinding from the rear axle under load, check for AWD system warnings. T6/T8: oil level check — consumption above 0.5L per 2,500 miles on a 2015–2016 means piston ring wear. Diesel: check for intake manifold recall on VIN.
2026 market: D5 2017–2019 from $22,000–32,000. T5 AWD from $24,000–36,000. T6 from 2017 from $26,000–38,000. T8 ERAD-redesigned (2019+) from $35,000–52,000. Older T8 (2015–2018) from $18,000–28,000 — cheap for a reason.
Insider pick: D5 AWD 2018–2020 with steel springs — proven engine, no hybrid complexity, no air suspension gamble. Second pick: T5 2018+ with steel springs if petrol is preferred. Avoid T8 pre-2019 ERAD unless ERAD has already been replaced with documentation.
320 PS
XC90 · Benzin
A real sports Volvo
Fun to Drive!190–197 PS
2.0L D4 Drive-E Diesel
7 weaknesses
Stay Away!Generations
Engine Overview
The Volvo XC90 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 | |
|---|---|---|
| A/C drain hose defective — water in footwell In 2016 around 11,000 XC90 II vehicles were recalled in Germany: the A/C drain hose was defective and let water into the footwell. Damp wiring looms can permanently damage control units. Symptoms: Damp carpet in the footwell, condensation on interior windows, musty smell in the cabin from 40,000 km | Low |
Test Reports
TÜV Report 2023
The XC90 II presents itself overall solidly at MOT but stands out for above-average oil leaks and elevated emissions.
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Known Problems and Issues +
A total of 66 weaknesses have been documented for the Volvo XC90 2 (2015–2024) — 56 engine-related and 10 vehicle-related. One problem engine: D4204T14 (2.0L D4 Drive-E). Typical issues affect HVAC, Suspension, Electronics, Other.
XC90 (D4204T9, 2015–2022) — Be Careful: EGR cooler soot-clogged — fire risk, Timing belt maintenance must be observed, DPF clogging with short-trip use. Power: 150 PS.
XC90 (D4204T14, 2015–2022) — 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 PS.
XC90 (D4204T23, 2015–2024) — Be Careful: High-pressure turbocharger shaft wears (bi-turbo), Turbocharger failure (V90/XC90 D5), EGR system susceptible despite higher load. Power: 235–241 PS.
XC90 (B4204T19, 2015–2024) — 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 PS.
XC90 (B4204T23, 2015–2024) — 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.
XC90 (B4204T27, 2015–2024) — 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.
XC90 (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.
XC90 (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 PS.
XC90 (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.
XC90 (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.
XC90 (B4204T35, 2015–2021) — 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 XC90? See the detailed listing of all engine and vehicle weaknesses in the sections above.
Frequently Asked Questions
What problems and weaknesses does the Volvo XC90 2 have? +
What should I look for when buying a used Volvo XC90 2? +
Which engine is recommended? +
Which Volvo XC90 2 engine is the most fun? +
Is the Volvo XC90 2 worth buying used? +
What horsepower variants are available for the Volvo XC90 2? +
Last updated: February 2026 · All information without guarantee