Volvo2000–2020 Critical issues documented

Volvo S60 P2: common faults & what to check

The P2 is the Volvo S60 built 2001–2009. It was sold here with the 2.4 petrol and 2.5 turbo (T5). Of the 18 faults documented for the S60, 7 apply to this generation, each with its symptoms, what to inspect and a typical repair cost. Free, no account needed.

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Documented faults

Critical

Most serious

$450–$1,800

Typical repair

Service milestones

You're looking at the P2

2 engine variants are documented for this generation. Pick yours to narrow further, or keep reading for the generation as a whole.

2001–2009P2 Selected2001–2009P22.4 petrolPetrolDocumented issues7 knownSee faults & what to checkPhoto: Vauxford via Wikimedia Commons, CC BY-SA 4.0.

2001–2009P2 Selected2001–2009P22.5 turbo (T5)Fuel not statedDocumented issues7 knownSee faults & what to checkPhoto: Vauxford via Wikimedia Commons, CC BY-SA 4.0.

Choose a different generation

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.

Which engine is in it?

2.4 petrol· 2.4 litre petrol 2.5 turbo (T5)· 2.5 litre, turbocharged

A 2001 Volvo S60 is the P2 generation (2001 to 2009).

Start your free check on this Volvo S60

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Volvo S60 P2Engine not picked yet

Pick the engine above first: the S60 came with 2, and without it the report has to show all of their faults. Pick the engine

Can't confirm for this car

Volvo S60 · 2001

Narrowed to the year. No engine is recorded for this vehicle. Pick an engine to see which faults apply.

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

No engine is recorded for this vehicle.

matched on year only

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.
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
Let it idle from cold and watch for a rough, surging or stalling idle.
See why
Electronic Throttle Module (ETM) failure (P2 5-cylinder)
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.
What you would notice
- Rough or surging idle
- Stalling or hesitation
- 'Reduced engine performance' / limp mode
- Check-engine or ETS warning light
Typically $400–$1,500 to put right.
Costly issue
Inspect the ball joint boot for splits or grease loss.
See why
Front Lower Control Arm Ball Joint Wear
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.
What you would 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
Typically $500–$1,100 to put right.
Costly issue
With engine warm, inspect the turbo oil drain hose from the turbocharger underside to the sump for cracking or weeping.
See why
T5 Turbocharger Oil Return Line Leak
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.
What you would 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
Typically $400–$850 to put right.

A 2001 Volvo S60: what is due, and when

Servicing

Nothing left on the schedule

Every milestone is behind this car. The ones below are the receipts worth asking for.

Placed by the car’s age, not read from the dash — 172,500–402,500 km after 25 years.

Cambelt

Due every 200,000 km, and usually on a time limit as well, whichever comes first. Ask for the invoice rather than the answer: it should show the date, the reading at the time, and whether the water pump went in with it.

Behind it

150,000 kmThe original struts and shock absorbers usually feel noticeably softer by this distance.
200,000 kmThe second timing belt service falls due here, and the water pump and tensioner should have gone in with the belt to protect the engine.
250,000 kmThe crankcase ventilation (PCV) system often needs a proper clean or replacement by now, or oil pressure starts building where it should not.

“Behind it” means the car has driven past that distance, not that the work was done — ask to see the receipts. These are the intervals for the First Generation (P2) · 2.4L (B5244S) - Base/SE · Petrol; only the car’s own service book says what has actually been done to it.

See all 7 issues for this oneDocumented for the exact year and engine you picked, including 1 rated critical.

Engine, transmission & cooling1 critical3

01Electronic Throttle Module (ETM) Failure

Cold-start the vehicle and check for immediate smooth idle.petrol2000–2009Engine$1,200–$1,900Read the full fault: symptoms, where to look, what to ask the seller

02PCV / 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$400–$1,800

CommonEngine $400–$1,800 to fix

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?”

03Electronic Throttle Module (ETM) failure (P2 5-cylinder)

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

CommonEngine $400–$1,500 to fix

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?”

Body, brakes, suspension & interior2

04Front Lower Control Arm Ball Joint Wear

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

CommonSuspension $500–$1,100 to fix

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.

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

Inspect the ball joint boot for splits or grease loss.
Check both sides — wear is typically bilateral.
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?”

05Front 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$450–$950

Very commonSuspension $450–$950 to fix

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?”

Fluid leaks1

06T5 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$400–$850

CommonFluid Leaks $400–$850 to fix

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

With engine warm, inspect the turbo oil drain hose from the turbocharger underside to the sump for cracking or weeping.
Check the sump-side banjo fitting for corrosion and seepage.
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?”

Depends on the exact engine — 1 moreDocumented for a specific engine we could not confirm from what you picked. Check the engine code on the car.

Engine, transmission & cooling1

01Automatic transmission harsh shifting/failure (P2 AW55-50)

On the drive feel for harsh, slipping or delayed shifts and a long pause engaging Drive/Reverse.2001–2009TransmissionCan't confirm for this car$500–$4,000

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?”

Other Volvo S60 engines and years11 documented issues that do not apply to the one you picked.

Engine, transmission & cooling8

01B4204T timing belt tensioner spring failure

Demand receipts confirming timing belt, tensioner, idler pulley, and water pump were replaced together as a kit.petrol2010–2018EngineDoes not apply$650–$12,000

OccasionalEngine $650–$12,000 to fix

Does not apply

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.diesel2011–2018EngineDoes not apply$500–$8,000

OccasionalEngine $500–$8,000 to fix

Does not apply

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

Ask when the timing belt AND serpentine belt pulleys/tensioner were last done together; pulleys done with the belt are the safe answer.
Listen at idle for squealing or rumbling from the front of the engine.
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?”

03D5 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.diesel2010–2018EngineDoes not apply$800–$3,200Read the full fault: symptoms, where to look, what to ask the seller

04Swirl-flap and EGR/DPF faults (P3 diesel)

Ask about the driving pattern; a short-trip city diesel is high risk for EGR/DPF trouble.diesel2011–2018EngineDoes not apply$300–$2,500

OccasionalEngine $300–$2,500 to fix

Does not apply

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

Ask about the driving pattern; a short-trip city diesel is high risk for EGR/DPF trouble.
Check for stored fault codes (especially P2015) and any limp-mode history.
On the drive watch for power loss and smoke.
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?”

05T6 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.petrol2015–2020EngineDoes not apply$780–$1,650

OccasionalEngine $780–$1,650 to fix

Does not apply

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?”

06B4204T 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 onwardEngineDoes not apply$750–$1,600Read the full fault: symptoms, where to look, what to ask the seller

07PCV 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).2011–2018EngineDoes not apply$400–$1,800

CommonEngine $400–$1,800 to fix

Does not apply

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?”

08Drive-E 2.0 oil consumption and PCV wear (SPA)

Ask how much oil it uses between services and check the current level.2019 onwardEngineDoes not apply$300–$1,800

OccasionalEngine $300–$1,800 to fix

Does not apply

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 onwardElectricalDoes not apply$300–$2,000

OccasionalElectrical $300–$2,000 to fix

Does not apply

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 & interior2

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

Inspect the ball joint boot for cracking or grease expulsion.petrol2018 onwardSuspensionDoes not apply$500–$1,200

OccasionalSuspension $500–$1,200 to fix

Does not apply

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.

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

Inspect the ball joint boot for cracking or grease expulsion.
Check for any lateral play in the joint by hand — any detectable movement is grounds for replacement.
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?”

02DSTC / ABS Module False Activation (TSB Issued)

Scan the ABS and brake control module for stored fault codes.petrol2018 onwardBrakesDoes not apply$0–$350

OccasionalBrakes $0–$350 to fix

Does not apply

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

Scan the ABS and brake control module for stored fault codes.
Check the module software version against the Volvo TSB specification.
Verify all ABS ring teeth are intact at each wheel hub.
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?”

Volvo S60 faults in detail

Narrowed to the Volvo S60 · 2001. 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.

Electronic 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

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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.