Skip to content
KickTyres
Volvo2000–2020 Critical issues documented

Volvo S60: common faults & what to check

Thinking about buying a used Volvo S60 (2000–2020) in New Zealand? We've documented 18 known faults for this model spanning engine, transmission, suspension, and fluid leaks. Each researched and verified before it's published. The most serious issues here are rated critical. Every one is listed below with its symptoms and repair cost, and each has its own page with where to look and what to ask the seller. Free, no account needed.

Check this exact Volvo S60

  • Odometer history
  • Money owing
  • Reported stolen
  • Ownership history
  • Official NZ vehicle register data
  • NZ owned and operated

Type the plate for the free basics. The full record is a paid check from $13.49, one car at a time, no subscription.

No NZ plate yet, or buying in Australia? Pick the generation and engine and start a free check below. New to KickTyres? How the check works →

18

Documented faults

Critical

Most serious

$450–$1,800

Typical repair

24

Service milestones

Which Volvo S60 are you looking at?

7 generation variants documented. Pick the shape you recognise: the faults, the servicing and the timeline below all narrow to it. Free, no account needed.

Now narrow it to the engine

A 1.8 and a 2.4 of the same car do not fail the same way, so the faults below narrow to the engine as well as the year. Free, no account needed.

Start your free check on this Volvo S60

No plate needed. You get the risk score, the buyer's checklist and the guided inspection for the exact car you picked above — not the whole nameplate.

Volvo S60Engine not picked yet

Pick the engine above first: the S60 came with 6, and without it the report has to show all of their faults. Pick the engine

Free. The paid plate check is separate, and stays optional.

Can't confirm for this car

Volvo S60

Nothing has been narrowed yet, so nothing below is a claim about a particular car. Pick a year and an engine to see which faults apply.

Tell us the engine, or check the engine code on the car, before relying on this.

matched on no vehicle context

What to look out for

The checks worth doing on a Volvo S60 before you hand over any money. Every documented fault is listed below, each with its own page.

  • Serious issue

    Cold-start the vehicle and check for immediate smooth idle.

    See why

    Electronic Throttle Module (ETM) Failure

    First-generation S60 T5 and T6 share the identical B5254T/B6294T ETM throttle body as the XC70 and V70 of this era. Internal potentiometer wear produces erratic or absent throttle response. Onset is often intermittent; vehicles sometimes recover after restart before failing permanently. Volvo campaign 22228 covered selected North American vehicles; NZ/AU examples are typically unaffected by the campaign.

    What you would notice

    • Sudden stall with no preceding warning
    • Throttle non-responsive or jittery at cruise
    • P0120 stored fault code with or without active warning light
    • Intermittent limp-home mode on startup

    Typically $1,200–$1,900 to put right.

  • Serious issue

    Demand receipts confirming timing belt, tensioner, idler pulley, and water pump were replaced together as a kit.

    See why

    B4204T timing belt tensioner spring failure

    The B4204T/T2/T3 2.0-litre turbocharged petrol engine uses a rubber timing belt and a spring-loaded tensioner. The tensioner spring fatigues progressively from heat cycling and can lose preload, allowing belt slack. The belt-driven coolant pump can also seize and suddenly drop tensioner pressure. Once the belt skips a tooth on the camshaft sprocket, valve-to-piston contact is almost certain, causing catastrophic internal engine damage. Volvo's published interval of 120,000 km is widely considered too long; many failures occur between 80,000 and 115,000 km.

    What you would notice

    • Rattling or flapping noise from front of engine on cold start
    • Check engine light with P0340 or P0345 camshaft position sensor codes
    • Rough idle or random misfires
    • Sudden engine stall without prior warning in catastrophic cases

    Typically $650–$12,000 to put right.

  • Serious issue

    Ask when the timing belt AND serpentine belt pulleys/tensioner were last done together; pulleys done with the belt are the safe answer.

    See why

    D5/D4 serpentine belt pulley failure wrecks the timing belt (P3)

    On the second-gen S60's 2.4 D5 (and related D-badged) five-cylinder diesels, the serpentine (aux) belt pulleys wear and seize after around 150,000-200,000 km; a seized pulley throws the serpentine belt, which can wrap around the crank pulley and make the timing belt jump teeth, destroying the engine. It is described by specialists as a common cause of death for these diesels. Inspecting and renewing the pulleys with the belts is critical.

    What you would notice

    • Squealing, rumbling or grinding from the belt/pulleys
    • Wobbling or seized-feeling belt pulleys
    • Belt dust or a thrown belt
    • Sudden engine stop or misfire if the timing belt jumps

    Typically $500–$8,000 to put right.

  • Costly issue

    Check the oil level — fuel dilution from repeated failed regens raises the oil above the maximum mark and thins it noticeably.

    See why

    D5 diesel DPF blockage from short-trip urban use

    The Diesel Particulate Filter on D5 diesel S60 and V60 models requires exhaust temperatures above approximately 550°C to complete passive regeneration. Urban stop-start driving keeps exhaust temperatures too low for passive regen, causing soot to accumulate. The engine management system initiates active regeneration by post-injecting fuel, but if the car is switched off mid-cycle or used only for short trips the regen aborts and soot continues to accumulate. A fully blocked DPF triggers limp mode; forced regeneration may fail at high soot loads, requiring filter replacement. Repeated failed regens also cause fuel dilution of the engine oil, which can accelerate engine wear.

    What you would notice

    • DPF warning light illuminated on the dashboard
    • Engine entering limp mode with reduced power
    • Excessive fuel smell from exhaust during regeneration attempts
    • Oil level rising above maximum on dipstick due to fuel dilution

    Typically $800–$3,200 to put right.

  • Costly issue

    At idle, slowly loosen the oil filler cap; strong suction or a whistle that changes is a sign the PCV/oil trap is blocked.

    See why

    PCV / oil trap breather clogging (P2)

    The first-gen S60's crankcase ventilation (PCV) 'oil trap' clogs with age, building crankcase pressure that pushes oil past seals and can blow out the dipstick or crack hoses; it also causes rough running and oil leaks. A quick test is whether the oil filler cap sucks on when removed at idle. A blocked breather left unchecked can force out the rear main seal, a much bigger job.

    What you would notice

    • Whistling that changes when the oil cap is loosened
    • Oil leaks from seals or blown-out dipstick
    • Rough or uneven idle
    • Smoke from the breather

    Typically $400–$1,800 to put right.

  • Costly issue

    Heavy carbon buildup appears as a black, crusty ring around the valve stem reducing the valve curtain area.

    See why

    B4204T GDI Intake Valve Carbon Buildup at High Mileage

    The B4204T-family engines use gasoline direct injection (GDI), in which fuel is injected directly into the combustion chamber rather than upstream of the intake valve. Without fuel wash the intake valve stems and back-faces accumulate combustion blowby deposits (carbon). By 100,000–130,000 km deposits are typically thick enough to restrict airflow, cause intermittent misfires on cold start, rough idle, and a measurable reduction in power. The only effective remediation is walnut-shell blast cleaning of the intake ports with the inlet manifold removed, or mechanical scraping under direct vision.

    What you would notice

    • Rough idle, especially on cold start, that clears as engine warms
    • Intermittent misfire codes P030X on one or more cylinders
    • Reduced power and throttle response compared to earlier in the vehicle's life
    • Failed or marginal emissions test without other faults present
    • Increased fuel consumption with no mechanical fault found

    Typically $750–$1,600 to put right.

Volvo S60 service schedule

What falls due, and at what distance, for each generation of the Volvo S60. These are the model’s intervals — the car’s own service book is the only thing that can tell you what has actually been done to it.

Third Generation (SPA) · 2019–2026 · 2.0L Plug-in Hybrid (B4204T46) - Recharge T8 AWD

Petrol Hybrid

Due by distance

  1. 40,000 km

    Look at the tyres here, because the T8's torque wears the rears faster than you might expect.

  2. 60,000 km

    Get a full health report on the hybrid battery system, and change the spark plugs if that has not been done yet.

  3. 80,000 km

    A transmission fluid flush usually pays off for shift quality, even though the maker calls the fluid sealed for life.

Third Generation (SPA) · 2018–2026 · 2.0L Turbo (B4204T31) - T5

Petrol

Due by distance

  1. 60,000 km

    New spark plugs, and a thorough brake fluid flush to keep the pedal feeling sharp.

  2. 100,000 km

    Inspect the auxiliary drive belt and confirm the cooling system is holding the right pressure.

  3. 120,000 km

    A transmission fluid service is usually advised here to keep gear changes smooth for years to come.

Third Generation (SPA) · 2018–2026 · 2.0L Turbo/Supercharged (B4204T34) - T6 AWD

Petrol

Due by distance

  1. 60,000 km

    The first big check of the all-wheel-drive coupling belongs here, plus a transmission fluid flush to keep the T6 pulling seamlessly.

  2. 100,000 km

    Secondary cooling parts, the water pump and expansion tank in particular, get watched for wear from this point.

  3. 120,000 km

    Spark plugs come due, keeping the supercharger and turbocharger working at their best.

Second Generation (Y20) · 2014–2018 · 2.0L Drive-E (B4204T11) - T6 AWD

Petrol

Due by distance

  1. 100,000 km

    The original suspension parts tend to feel soft by now and may want renewing.

  2. 120,000 km

    Check whether the transmission fluid has been flushed or replaced; the all-wheel-drive system's life depends on it.

  3. 150,000 km

    Inspect the cooling hoses and auxiliary belt tensioners for hardening caused by heat.

Second Generation (Y20) · 2010–2018 · 2.0T (B4204T6) - T4/T5 Mid-range

Petrol

Due by distance

  1. 100,000 km

    A full transmission fluid flush is worth doing, along with a close look at the engine mounts.

  2. 150,000 km

    Go over the suspension parts, and make sure a specialist has inspected the timing components.

  3. 200,000 km

    Turn attention to the auxiliary drive belts, the cooling hoses, and cleaning the sensors so fuel use stays low.

Second Generation (Y20) · 2010–2016 · 3.0L Turbo (B6304T4) - T6 AWD High Performance

Petrol

Due by distance

  1. 100,000 km

    Check the Haldex fluid and filter in the all-wheel-drive system so power still reaches all four wheels properly.

  2. 150,000 km

    Refresh the whole cooling system, water pump and thermostat included, to hold the turbocharged engine at the right temperature.

  3. 200,000 km

    Assess the struts and shocks here, since the handling tends to feel a little softer than it did when new.

First Generation (P2) · 2003–2007 · 2.5L Turbo (B5254T4) - S60 R Performance

Petrol

Due by distance

  1. 100,000 km

    The timing belt and water pump are due, and this one is not worth putting off.

  2. 150,000 km

    Suspension bushings and ball joints commonly start wearing by this distance.

  3. 200,000 km

    Servicing the PCV system matters here, otherwise the seals start leaking.

First Generation (P2) · 2000–2009 · 2.4L (B5244S) - Base/SE

Petrol

Due by distance

  1. 150,000 km

    The original struts and shock absorbers usually feel noticeably softer by this distance.

  2. 200,000 km

    The second timing belt service falls due here, and the water pump and tensioner should have gone in with the belt to protect the engine.

  3. 250,000 km

    The crankcase ventilation (PCV) system often needs a proper clean or replacement by now, or oil pressure starts building where it should not.

See all 18 documented issuesEverything researched for the Volvo S60, including 3 rated critical.
Depends on which engine this Volvo S60 has — 18Each of these is documented for one particular engine. Pick the year and engine above to see which of them apply.
Engine, transmission & cooling12

01B4204T timing belt tensioner spring failure

Demand receipts confirming timing belt, tensioner, idler pulley, and water pump were replaced together as a kit.petrol2010–2018Engine
OccasionalEngine $650–$12,000 to fix

Can't confirm for this car

The B4204T/T2/T3 2.0-litre turbocharged petrol engine uses a rubber timing belt and a spring-loaded tensioner. The tensioner spring fatigues progressively from heat cycling and can lose preload, allowing belt slack. The belt-driven coolant pump can also seize and suddenly drop tensioner pressure. Once the belt skips a tooth on the camshaft sprocket, valve-to-piston contact is almost certain, causing catastrophic internal engine damage. Volvo's published interval of 120,000 km is widely considered too long; many failures occur between 80,000 and 115,000 km.

Symptoms to notice

  • Rattling or flapping noise from front of engine on cold start
  • Check engine light with P0340 or P0345 camshaft position sensor codes
  • Rough idle or random misfires
  • Sudden engine stall without prior warning in catastrophic cases

What to check

Demand receipts confirming timing belt, tensioner, idler pulley, and water pump were replaced together as a kit. If records are absent or the car is over 90,000 km, budget for immediate replacement. Listen carefully for any rattling from the timing cover area on a cold start.

Where to look: Front of engine behind plastic timing cover on the passenger side

Parts involved: Timing belt.

Ask the seller

  • “When was the timing belt last replaced and was the full kit including tensioner and water pump done at the same time?”
  • “Do you have workshop receipts for the timing belt service?”
  • “Has the car ever thrown a camshaft sensor fault code?”

02D5/D4 serpentine belt pulley failure wrecks the timing belt (P3)

Ask when the timing belt AND serpentine belt pulleys/tensioner were last done together; pulleys done with the belt are the safe answer.diesel2011–2018Engine
OccasionalEngine $500–$8,000 to fix

Can't confirm for this car

On the second-gen S60's 2.4 D5 (and related D-badged) five-cylinder diesels, the serpentine (aux) belt pulleys wear and seize after around 150,000-200,000 km; a seized pulley throws the serpentine belt, which can wrap around the crank pulley and make the timing belt jump teeth, destroying the engine. It is described by specialists as a common cause of death for these diesels. Inspecting and renewing the pulleys with the belts is critical.

Symptoms to notice

  • Squealing, rumbling or grinding from the belt/pulleys
  • Wobbling or seized-feeling belt pulleys
  • Belt dust or a thrown belt
  • Sudden engine stop or misfire if the timing belt jumps

What to check

  1. Ask when the timing belt AND serpentine belt pulleys/tensioner were last done together; pulleys done with the belt are the safe answer.
  2. Listen at idle for squealing or rumbling from the front of the engine.
  3. On a diesel with unknown belt history, budget for a full belt-and-pulley job before it fails catastrophically.

Where to look: Serpentine belt pulleys and timing belt at the front of the 2.4 diesel engine

Parts involved: Timing belt.

Ask the seller

  • “When were the timing belt and the serpentine belt pulleys last replaced?”
  • “Any squealing or rumble from the belts?”
  • “Was the tensioner/pulleys done with the belt?”

03Electronic Throttle Module (ETM) Failure

Cold-start the vehicle and check for immediate smooth idle.petrol2000–2009EngineRead the full fault: symptoms, where to look, what to ask the seller

04Automatic transmission harsh shifting/failure (P2 AW55-50)

On the drive feel for harsh, slipping or delayed shifts and a long pause engaging Drive/Reverse.2001–2009Transmission
OccasionalTransmission $500–$4,000 to fix

Can't confirm for this car

The first-gen S60's Aisin AW55-50/51 automatic can shift harshly, flare or eventually fail, especially on cars whose fluid was never changed (Volvo called it 'lifetime' fill). Symptoms are jerky or delayed shifts, slipping and sometimes limp mode. A fluid-and-filter service can extend a healthy box's life, but a slipping or harsh one may need a rebuild.

Symptoms to notice

  • Harsh or jerky gear changes
  • Flare or slip between gears
  • Delayed engagement into Drive/Reverse
  • Limp mode or gearbox warning

What to check

On the drive feel for harsh, slipping or delayed shifts and a long pause engaging Drive/Reverse. Ask whether the transmission fluid and filter have ever been serviced (many never were). Check for any gearbox warning or limp-mode history. Smooth shifts and a fluid-service record are reassuring.

Where to look: Aisin AW55-50 automatic transmission

Ask the seller

  • “Has the transmission fluid ever been changed?”
  • “Any harsh shifting, slipping or limp mode?”
  • “Does it engage Drive and Reverse promptly?”

05D5 diesel DPF blockage from short-trip urban use

Check the oil level — fuel dilution from repeated failed regens raises the oil above the maximum mark and thins it noticeably.diesel2010–2018EngineRead the full fault: symptoms, where to look, what to ask the seller

06Swirl-flap and EGR/DPF faults (P3 diesel)

Ask about the driving pattern; a short-trip city diesel is high risk for EGR/DPF trouble.diesel2011–2018Engine
OccasionalEngine $300–$2,500 to fix

Can't confirm for this car

The P3 S60's diesels can throw a P2015 code when the small plastic swirl-flap actuator arm in the intake manifold breaks or pops off, and they are also prone to EGR clogging and DPF blockage on short-trip cars, giving rough running, power loss and limp mode. The swirl-flap arm itself is cheap, but a clogged EGR or DPF costs more. City-only diesels are highest risk.

Symptoms to notice

  • P2015 fault code / intake manifold warning
  • Rough running, hesitation or limp mode
  • DPF or engine warning light
  • Black smoke and higher fuel use

What to check

  1. Ask about the driving pattern; a short-trip city diesel is high risk for EGR/DPF trouble.
  2. Check for stored fault codes (especially P2015) and any limp-mode history.
  3. On the drive watch for power loss and smoke.
  4. Ask when the EGR was last cleaned and whether the DPF has ever been forced-regenerated or replaced.

Where to look: Swirl-flap actuator on the intake manifold; EGR valve/cooler and DPF in the exhaust path

Parts involved: Intake manifold, Diesel particulate filter, EGR valve.

Ask the seller

  • “Any P2015 or intake-manifold codes?”
  • “Is the car used for short trips?”
  • “Any EGR or DPF work or limp-mode events?”

07PCV / oil trap breather clogging (P2)

At idle, slowly loosen the oil filler cap; strong suction or a whistle that changes is a sign the PCV/oil trap is blocked.2001–2009Engine
CommonEngine $400–$1,800 to fix

Can't confirm for this car

The first-gen S60's crankcase ventilation (PCV) 'oil trap' clogs with age, building crankcase pressure that pushes oil past seals and can blow out the dipstick or crack hoses; it also causes rough running and oil leaks. A quick test is whether the oil filler cap sucks on when removed at idle. A blocked breather left unchecked can force out the rear main seal, a much bigger job.

Symptoms to notice

  • Whistling that changes when the oil cap is loosened
  • Oil leaks from seals or blown-out dipstick
  • Rough or uneven idle
  • Smoke from the breather

What to check

At idle, slowly loosen the oil filler cap; strong suction or a whistle that changes is a sign the PCV/oil trap is blocked. Look for oil leaks around the engine and check the dipstick seats properly. Ask when the oil trap/PCV was last serviced (it is a wear item on these engines). A blocked breather plus fresh seal leaks is a warning.

Where to look: PCV oil trap/breather system on the engine

Parts involved: PCV / oil separator.

Ask the seller

  • “When was the PCV/oil trap last serviced?”
  • “Any oil leaks or a popped dipstick?”
  • “Does the oil cap suck strongly at idle?”

08T6 Supercharger Drive Belt Tensioner Pulley Bearing Failure

Spin the pulley by hand with the engine off and belt removed — any roughness, notchiness, or lateral play confirms bearing failure.petrol2015–2020Engine
OccasionalEngine $780–$1,650 to fix

Can't confirm for this car

The Drive-E T6 engine pairs a twin-scroll turbocharger with a Rotrex centrifugal supercharger driven by a separate accessory belt. The tensioner pulley bearing for the supercharger drive belt is a sealed unit that is not included in any scheduled maintenance interval. Bearing grease migrates out under the heat cycles typical of sustained high-RPM use, causing progressive roughness followed by seizure. A seized pulley sheds the supercharger drive belt, immediately eliminating low-RPM boost and potentially wrapping the belt around the auxiliary drive. Volvo's repair action is tensioner and pulley replacement together.

Symptoms to notice

  • High-pitched metallic whine from the right side of the engine increasing with RPM
  • Whine present under light load and intensifying under full-throttle acceleration
  • Visible belt fraying or lateral wander on the supercharger drive pulley
  • Sudden loss of low-RPM boost with MIL and boost underrun codes if bearing seizes

What to check

Spin the pulley by hand with the engine off and belt removed — any roughness, notchiness, or lateral play confirms bearing failure. Inspect the supercharger drive belt for edge fraying, glazing, or rubber transfer on the pulley faces. If a workshop inspection is possible: With the engine idling and bonnet open, use a mechanic's stethoscope or long-handled screwdriver on the supercharger tensioner pulley housing to isolate bearing roughness.

Where to look: Right side of engine (passenger side); supercharger drive belt and spring-loaded tensioner pulley adjacent to the supercharger nose

Parts involved: Timing belt.

Ask the seller

  • “Has the supercharger drive belt or tensioner pulley been replaced?”
  • “Has any high-pitched whining noise been noticed from the engine, especially at higher RPMs?”
  • “Has the car ever lost power unexpectedly or shown a boost-related warning light?”

09B4204T GDI Intake Valve Carbon Buildup at High Mileage

Heavy carbon buildup appears as a black, crusty ring around the valve stem reducing the valve curtain area.petrol2014 onwardEngineRead the full fault: symptoms, where to look, what to ask the seller

10Electronic Throttle Module (ETM) failure (P2 5-cylinder)

Let it idle from cold and watch for a rough, surging or stalling idle.petrol2001–2009Engine
CommonEngine $400–$1,500 to fix

Can't confirm for this car

The first-generation S60's electronic throttle module (ETM) is a famous Volvo failure: worn internal sensor contacts cause rough idle, stalling, hesitation, limp mode and a 'reduced engine performance' message. Volvo extended the warranty (up to 10 years/200,000 miles on originals) but many are now out of that cover. Cleaning can be a temporary fix; replacement or a rebuilt unit is the cure.

Symptoms to notice

  • Rough or surging idle
  • Stalling or hesitation
  • 'Reduced engine performance' / limp mode
  • Check-engine or ETS warning light

What to check

Let it idle from cold and watch for a rough, surging or stalling idle. On the drive note any hesitation or limp-mode/reduced-performance message. Ask whether the throttle body/ETM has been replaced and whether it was a genuine or rebuilt unit. A car showing these symptoms almost certainly has the ETM at fault on the 5-cylinder petrol.

Where to look: Electronic throttle module on the intake of the 5-cylinder petrol engine

Ask the seller

  • “Has the throttle module (ETM) been replaced?”
  • “Any limp-mode or reduced-performance messages?”
  • “Does it idle smoothly from cold?”

11PCV oil trap clogging (P3)

At idle, slowly loosen the oil filler cap and feel for strong suction or a changing whistle (a blocked-trap sign).2011–2018Engine
CommonEngine $400–$1,800 to fix

Can't confirm for this car

Like the earlier car, the second-gen S60's PCV oil trap clogs and builds crankcase pressure, causing whistling, oil leaks from seals and rough running; on the P3 platform the trap can need attention more often than the factory suggests. Left too long it can blow out seals or a hose. The oil-cap suction test is a quick check.

Symptoms to notice

  • Whistle that changes when the oil cap is loosened
  • Oil leaks from seals
  • Rough idle
  • Oil around the breather hoses

What to check

At idle, slowly loosen the oil filler cap and feel for strong suction or a changing whistle (a blocked-trap sign). Look for oil leaks around the engine seals and breather hoses. Ask when the PCV/oil trap was last serviced. A blocked breather with fresh oil leaks needs sorting before it forces out a main seal.

Where to look: PCV oil trap/breather on the engine

Parts involved: PCV / oil separator.

Ask the seller

  • “When was the PCV/oil trap last done?”
  • “Any oil leaks from the seals?”
  • “Does the oil cap suck strongly at idle?”

12Drive-E 2.0 oil consumption and PCV wear (SPA)

Ask how much oil it uses between services and check the current level.2019 onwardEngine
OccasionalEngine $300–$1,800 to fix

Can't confirm for this car

The SPA S60's Drive-E 2.0 turbo petrol engines can use oil between services and, like other Volvos, the PCV/oil-trap system wears and can build crankcase pressure over time. Keeping the oil topped and the PCV healthy matters. Check oil consumption and for the tell-tale oil-cap suction. It is generally a solid engine, but oil use is the item to verify.

Symptoms to notice

  • Using oil between services
  • Whistle that changes when the oil cap is loosened
  • Rough idle
  • Low-oil warning between changes

What to check

Ask how much oil it uses between services and check the current level. At idle, loosen the oil cap and feel for strong suction (a PCV sign). Look for any oil leaks. A full service history with regular oil changes is reassuring on these turbo engines.

Where to look: Drive-E 2.0 turbo engine and its PCV/oil-trap system

Parts involved: PCV / oil separator.

Ask the seller

  • “How much oil does it use between services?”
  • “Does the oil cap suck strongly at idle?”
  • “Is there a full oil-change history?”
Electrical1

01Sensus infotainment freezes and 12V battery drain (SPA)

Cold-start and confirm the Sensus screen and camera come up promptly, then exercise the climate, nav and phone connection for freezes.2019 onwardElectrical
OccasionalElectrical $300–$2,000 to fix

Can't confirm for this car

The current SPA-platform S60's large portrait Sensus touchscreen can freeze, reboot or go blank, and owners report 12V battery drain when cars are left standing. Most are cured by software updates and a healthy battery, but a frozen screen also disables climate and camera controls. Check the screen behaves and the battery is sound.

Symptoms to notice

  • Portrait touchscreen freezing or rebooting
  • Blank screen on start-up
  • Flat 12V battery after standing
  • CarPlay/connectivity dropouts

What to check

Cold-start and confirm the Sensus screen and camera come up promptly, then exercise the climate, nav and phone connection for freezes. Ask whether the car has gone flat standing and how old the 12V battery is. Confirm software is up to date. A frozen screen is a real annoyance since climate lives in it.

Where to look: Central Sensus touchscreen and 12V battery

Parts involved: 12V battery.

Ask the seller

  • “Does the screen ever freeze or blank?”
  • “Has the 12V battery gone flat while parked?”
  • “Is the software up to date?”
Body, brakes, suspension & interior4

01Front Lower Ball Joint Premature Wear (3rd Gen S60)

Inspect the ball joint boot for cracking or grease expulsion.petrol2018 onwardSuspension
OccasionalSuspension $500–$1,200 to fix

Can't confirm for this car

Third-generation S60 models have been reported with accelerated front lower ball joint wear compared to earlier Volvo platforms. The ball joint is pressed into the lower control arm and uses a softer elastomer boot compound than previous generations, which degrades more rapidly under UV exposure and road debris. Failed ball joints create a clunking noise and, in severe cases, risk wheel separation. Documented on Volvo S60 owner forums and reported by independent suspension specialists in Australia.

The front wheel of a car splayed outward with the lower control arm hanging down after a ball joint separation.Example of the part — not this vehicle

A separated lower ball joint: the control arm has dropped and the wheel has splayed out under the guard.

Elfix · CC0 · Wikimedia Commons

Symptoms to notice

  • Clunking or popping from the front suspension over bumps
  • Steering pull to one side under braking
  • Accelerated front tyre wear
  • Play felt in the steering at low speeds

What to check

  1. Inspect the ball joint boot for cracking or grease expulsion.
  2. Check for any lateral play in the joint by hand — any detectable movement is grounds for replacement.
  3. If a workshop inspection is possible: On a hoist, grasp the wheel at top and bottom and rock it to check for vertical play indicating ball joint wear.

Where to look: Front lower control arm, ball joint at the outer end, both sides

Parts involved: Ball joint.

Ask the seller

  • “Have the front ball joints been inspected recently?”
  • “Is there any clunking from the front suspension over bumps?”
  • “Has the car had a wheel alignment or suspension inspection in the last 12 months?”

02Front Lower Control Arm Ball Joint Wear

Inspect the ball joint boot for splits or grease loss.2000–2009Suspension
CommonSuspension $500–$1,100 to fix

Can't confirm for this car

P2-platform S60 front lower control arms have pressed-in ball joints that wear prematurely on higher-mileage examples. Worn joints develop vertical and lateral play, causing steering wander and clunking over bumps. The design typically requires full control arm replacement rather than isolated ball joint renewal. A severely worn joint can separate, causing sudden loss of steering geometry and wheel positional control.

The front wheel of a car splayed outward with the lower control arm hanging down after a ball joint separation.Example of the part — not this vehicle

A separated lower ball joint: the control arm has dropped and the wheel has splayed out under the guard.

Elfix · CC0 · Wikimedia Commons

Symptoms to notice

  • Clunking from front suspension over bumps or during braking
  • Steering wander or vague straight-line tracking
  • Uneven tyre wear on the front axle
  • Vibration through the steering wheel on rough surfaces

What to check

  1. Inspect the ball joint boot for splits or grease loss.
  2. Check both sides — wear is typically bilateral.
  3. If a workshop inspection is possible: On a hoist, lever between the control arm and hub knuckle to check for ball joint play.

Where to look: Front lower control arms, both sides

Parts involved: Ball joint.

Ask the seller

  • “Have the front control arms or ball joints been replaced?”
  • “Any clunking or steering wander noted at recent WOF?”

03Front Lower Control Arm Bushing Deterioration

The front lower control arm bushings on P2-platform S60 and V70 models deteriorate prematurely due to the bushing compound used in original equipment.petrol2001–2009Suspension
Very commonSuspension $450–$950 to fix

Can't confirm for this car

The front lower control arm bushings on P2-platform S60 and V70 models deteriorate prematurely due to the bushing compound used in original equipment. Failed bushings allow fore-aft movement of the control arm, producing clunking over bumps and accelerating tyre wear. Replacement typically requires pressing out the old bushing or replacing the entire arm. Documented across multiple Volvo specialist workshops as one of the most frequent repairs on these platforms in the 120,000–180,000km range.

Symptoms to notice

  • Clunking or knocking from front suspension over speed bumps or rough roads
  • Uneven or accelerated front tyre wear
  • Steering wander or vagueness at highway speeds
  • Vibration through steering wheel over rough surfaces

What to check

With the front wheels on the ground, grab the front tyre at 9 and 3 o'clock positions and attempt to rock it — any clunk indicates lower arm or ball joint movement. Rotate the arm fore and aft by hand to feel for excessive compliance. If a workshop inspection is possible: Jack the car and inspect the lower arm bushings visually for cracking, splitting, or void.

Where to look: Front subframe, lower control arm inner mounting bushing, both sides

Ask the seller

  • “Have the front lower control arm bushings or arms been replaced?”
  • “Has the car had a front-end alignment recently?”
  • “Is there any clunking from the front suspension?”

04DSTC / ABS Module False Activation (TSB Issued)

Scan the ABS and brake control module for stored fault codes.petrol2018 onwardBrakes
OccasionalBrakes $0–$350 to fix

Can't confirm for this car

Third-generation S60 models with the Dynamic Stability and Traction Control (DSTC) system experienced a software fault in the brake control module causing false ABS or stability control intervention without an actual wheel slip event. The fault was confirmed by Volvo and addressed in a Technical Service Bulletin (TSB) with a module software update. Vehicles without the update may experience unexpected brake intervention under normal driving, particularly on smooth surfaces or during gentle cornering.

Symptoms to notice

  • ABS or DSTC activates on dry, smooth road without wheel slip
  • ABS warning light illuminated without fault in brakes
  • Unexpected brake pulsing during normal low-speed driving
  • DSTC or traction control light flashing without apparent cause

What to check

  1. Scan the ABS and brake control module for stored fault codes.
  2. Check the module software version against the Volvo TSB specification.
  3. Verify all ABS ring teeth are intact at each wheel hub.
  4. If a workshop inspection is possible: If the software is unupdated, factor the cost of a dealer software update into the purchase.

Where to look: ABS/DSTC brake control module, located in the engine bay near the master cylinder

Ask the seller

  • “Has this car had any ABS or stability control software updates done at a Volvo dealer?”
  • “Have there been any warning lights related to ABS or traction control?”
  • “Has the brake system or ABS module ever been replaced or reprogrammed?”
Fluid leaks1

01T5 Turbocharger Oil Return Line Leak

With engine warm, inspect the turbo oil drain hose from the turbocharger underside to the sump for cracking or weeping.petrol2000–2009Fluid Leaks
CommonFluid Leaks $400–$850 to fix

Can't confirm for this car

The B5254T turbo oil return (drain) line from the turbocharger to the sump uses a rubber section that hardens and cracks with heat cycling. The metal banjo fitting at the sump connection also corrodes and weeps. Oil drips onto the exhaust causing smoke; if ignored the leak can escalate to an underbonnet fire risk. Oil consumption without obvious external leakage is an early indicator.

Symptoms to notice

  • Oil drips or staining below the turbocharger or on the exhaust manifold heat shield
  • Burning oil smell after hard driving or at operating temperature
  • Gradual oil consumption between services without external pooling
  • Smoke from engine bay at idle after a run

What to check

  1. With engine warm, inspect the turbo oil drain hose from the turbocharger underside to the sump for cracking or weeping.
  2. Check the sump-side banjo fitting for corrosion and seepage.
  3. Check oil level relative to service mileage.

Where to look: Underside of turbocharger, drain line running to engine sump, driver-side engine bay

Parts involved: Turbocharger.

Ask the seller

  • “Any history of oil leaks, oil consumption, or smoke from the engine bay?”
  • “When was the turbo oil return hose last inspected or replaced?”

Volvo S60 faults in detail

Each of these has its own page: the symptoms, where to look, what to ask the seller and what the repair costs. Free, no account needed.

B4204T GDI Intake Valve Carbon Buildup at High MileageMajor · EngineD5 diesel DPF blockage from short-trip urban useMajor · EngineElectronic Throttle Module (ETM) FailureCritical · Engine

What these repairs cost on other cars

Some of the Volvo S60’s documented faults are repairs other models share. Each page lists the documented NZ cost for every model it affects.

Other Volvo models

Volvo XC9027 documented faultsVolvo XC6020 documented faultsVolvo XC4016 documented faultsVolvo V6011 documented faultsVolvo XC706 documented faults

Volvo S60 buyer questions

Is the Volvo S60 reliable?

Like any used car, it depends on the specific example and its service history. Across the 18 documented faults for the Volvo S60, the recurring problem areas are engine, transmission, and suspension. A Volvo S60 with a full service history and no signs of the issues listed on this page can be a sound buy but each one needs to be checked individually before you commit.

What are the most common problems with a used Volvo S60?

We've catalogued 18 known faults for the Volvo S60, covering engine, transmission, and suspension. All 18 are written out in full on this page, with the symptoms to notice, what to inspect, and typical repair costs for each. Free to read, no account needed.

How much do repairs cost on a Volvo S60?

Most single repairs on the Volvo S60 fall between $450–$1,800 at NZ independent-workshop rates. Some of the 18 documented faults cost less and a few cost considerably more, and no one car needs them all. Knowing which ones to look for before you view is what lets you negotiate the price down or walk away.

Should I get a pre-purchase inspection on a Volvo S60?

Yes. A Volvo S60 inspection focused on its known weak points is the single best way to avoid an expensive mistake. KickTyres gives you a guided, model-specific inspection plus a market valuation and negotiation figure for $24.90 far less than the cost of missing one of the faults on this page.