Volvo V70 D5 (P2)

The D5 injection system is the biggest reliability concern. After 150,000-180,000 km, the high-pressure pump and injectors start losing reliability. Symptoms include rough idling, black smoke from exhaust, reduced performance, and poor starting (especially below 0°C). Some owners report this happening as early as 55,000 km, though this is rare. Forum consensus: "the injector issue - this is really it!" At UK dealers, replacing two injectors costs around €800, while all five can cost €1,500-1,800. Refurbished injectors are available for €235 each. Before replacement, try a diesel purge with Liqui Moly - some owners report this brings out-of-spec injectors back within tolerance. Quality diesel fuel and regular filter changes (every 20,000 km) help prevent premature failure.

This is a well-documented and serious design flaw on the D5 engine. The auxiliary (serpentine) belt drives the alternator, A/C compressor, and power steering. When it fails, it can wrap itself around the timing belt, causing the timing belt to snap. This results in catastrophic valve/piston contact and bent valves - engine rebuild or replacement required (€3,000-3,500+). Volvo recommends timing belt replacement at 105,000 miles (169,000 km) or 10 years, but the auxiliary belt should be replaced every 60,000 km - half the timing belt interval. When doing timing belt service (€600-900 at specialists), ALWAYS replace auxiliary belt, tensioners, idlers, and water pump at the same time. Many owners aren't aware of the shorter auxiliary belt interval. One owner bought multiple 960s with bent valves from this exact failure mode. This has been happening since the 1990s on Volvo 5-cylinder engines.

Cars built from 2005 onwards with Euro 4 compliance have a diesel particulate filter (DPF). This is the single biggest complaint from V70 D5 owners. The DPF requires the engine to reach full operating temperature and then maintain it for 10-20 minutes to burn off accumulated soot (regeneration). City driving and short trips prevent this, causing the filter to clog. Warning signs: "Soot filter full - See manual" message when filter reaches 80% capacity. If ignored, it progresses to "Engine System Service Required" and the car enters limp mode. Solution: drive on motorway/highway for 20+ minutes at normal operating temperature. If too clogged, forced regeneration at dealer (€100-200) is required. If completely blocked, new DPF costs €800-1,500 + labor. The 185hp models are notably less fuel-efficient than 163hp versions, partly due to DPF-related issues. Early 163hp Euro 3 cars (2000-2004) had no DPF and are considerably more reliable and economical. If you primarily drive short distances, avoid Euro 4/5 D5 models or consider petrol.

The Aisin AW55-50SN automatic transmission is the weak link in automatic V70s. Common issues: solenoid failures (€400-800 to replace), valve body problems, B4 servo cover failure, and jerky/delayed gear changes. Symptoms appear around 80,000-120,000 km if not properly maintained. Critical: transmission oil and solenoids MUST be changed every 60,000-80,000 km. If neglected, failures occur as early as 120,000 km; well-maintained transmissions can exceed 200,000 km. P2 platform Volvos have dramatically higher transmission failure rates than later models due to transmission cooler being inside the radiator (later models have external cooler). Full rebuild costs €1,500-2,500; replacement transmission €3,500-5,000. Many owners report "wouldn't recommend a D5 to anybody worried about running costs" specifically because of auto transmission issues. Manual gearbox V70s are significantly more reliable. Before buying an automatic, verify B4 servo update has been completed and transmission has regular service records.

The turbo on early V70 D5s (particularly 2000-2003) is prone to premature wear. Symptoms: blue smoke from exhaust (oil leaking past compressor seal), whining noise during acceleration, significant power loss. Average turbo lifespan is 130,000-150,000 km, though harsh driving or poor oil maintenance can cause earlier failure. To check: drive at low speeds with moderate acceleration and listen for whining from the front. Blue smoke on startup indicates worn internal seals - the turbo center cartridge (CHRA) needs replacing. Parts cost €600-950 (aftermarket) to €1,200+ (OEM), labor around €500-800 (7 hours). Total repair €800-2,500. Note: blue oil smoke can also be caused by a clogged PCV system backing oil into the intake - check PCV first before condemning the turbo. Turbo actuator can stick from gentle driving/short trips causing EPC light and limp mode - cleaning/replacement costs €500-600. Regular oil changes with quality oil and occasional spirited driving help prevent actuator sticking.

The PCV (Positive Crankcase Ventilation) system uses an oil separator box and rubber hoses connecting the intake to the crankcase. Over time, plastic tubing becomes brittle from heat and chemicals, and internal passages clog with oil sludge. Symptoms: oil blown all over engine (especially under spark plug cover), smoke or pressure from dipstick after 10+ minutes running, noxious odors through vents, whistling noise (stops when oil cap removed), poor drivability, uneven idling. If neglected, excessive crankcase pressure forces oil past seals - in extreme cases, rapid oil pressure loss can cause catastrophic engine failure. The system should be replaced every 100,000 km, though short-trip driving requires more frequent service. Properly servicing requires removing intake manifold - fairly costly labor. All components (hoses, breather box, PTC nipple) should be replaced together, not just cleaned. DIY parts cost €150-200; specialist labor €300-400. Volvos driven shorter distances that don't fully heat-cycle the oil develop more contaminants and fail PCV components more frequently.

The EGR (Exhaust Gas Recirculation) system recirculates exhaust gases to reduce NOx emissions. Common problems: EGR valve clogged with carbon (especially at 100,000+ km), causing P0403/P0409 fault codes, rough idle, reduced power, and "Engine System Service Required" messages. The inlet plenum also becomes clogged with carbon/sludge buildup - some describe it as "black death syndrome." EGR cooler problems include: rubber elbow hose between cooler and cylinder head splitting (hidden by black Bosch component - difficult to access), EGR cooler bypass valve actuator leaking vacuum (2006 185hp models), and L-shaped pipe from EGR valve to block splitting on underside. Coolant leaks from single-use hose clamps can drip onto engine block. Cleaning EGR is a messy job and may reveal worn valve components requiring replacement. EGR valve replacement (Euro 4 models): €300-500. Volvo dealers often require full EGR cooler replacement (€650-900) rather than replacing just the actuator. Some owners blank off the EGR for smoother running and maximized fuel economy, but this is illegal in most jurisdictions and will cause MOT/inspection failure.

The intake manifold swirl flaps improve low-end torque and emissions. Carbon buildup causes the swirl flap linkage arm to disconnect or completely seize. Symptoms: engine warning lights, limp mode, rough idle. The linkage is a small plastic rod (questionable design - should be metal), but manifold and injectors must be removed to access it - dealer quotes around €700-800 for repair. The swirl valve actuator lever (inboard end operating the valve) can break - quoted at €400 to fix. Some owners have DIY repaired by drilling through the ball-and-socket and inserting a split pin, though this wears over time. Solution: swirl flap blanking/delete kits remove the flaps and arm entirely (€100-150), preventing future failure and improving airflow/performance. However, on Euro 4 models, blanking requires ECU modification to prevent fault codes. Some owners report living with disconnected swirl flaps for years with normal driving and only occasional warning messages. Affected vehicles: V70 2000-2009 D5 (also S60, S80, XC70, XC90 with 2.4L D5).

V70s are heavy cars and suspension takes a beating from poor roads and heavy loads. Front control arm bushings wear out, causing alignment issues, squeaking/knocking over bumps, wandering steering at slow speeds, and inner tire wear. OEM Volvo bushings last around 90,000 km; pattern parts may only last 40,000 km (3 years). Symptoms: creaking noise over speed bumps, vibration in front end, clunky noise from front wheels. Two repair options: replace just bushings (requires hydraulic press - €200-250 fitted) or replace complete control arms with bushes already installed (easier, no press needed - €350-400 for both sides with genuine parts at independent specialists). Top engine mount commonly fails, causing loud knocking when starting to move or changing gear, and excessive shaking when engine is revved. Worn bushes are MOT/inspection failures. Avoid cheap aftermarket bushes unless polyurethane - they wear quickly. Poly bushes make ride sportier and noisier rather than comfortable and quiet. Front drop links, top mounts also wear quickly, resulting in clonks and vague steering.

The D5 uses an in-tank electric feed pump and a camshaft-driven mechanical high-pressure pump. HP pump failures manifest as limp mode, ECM-2505 (fuel pressure too low) and ECM-2501 (fuel pressure too high) codes appearing simultaneously. Symptoms: engine starts but only develops 30% power, cuts out when floored, or shuts down completely. The HP pump can suffer cam lobe wear or internal valve failures. Diesel dealers quoted €700 for pump + fitting, but used pumps from Volvo breakers cost €95-125 + €30 fitting. Fuel pressure sensor on common rail end can fail (€50-80 part), and pressure relief valve can stick. Complete common rail with sensor and valve available used for €100-150. Proper priming is critical - air in fuel system causes these symptoms. Volvo recommends key ON/OFF cycling 20+ times to prime after any fuel line work. If starting difficulties occur below 0°C, weak fuel pump or defective glow plugs are likely causes (not HP pump). Regular fuel filter changes every 20,000 km prevent premature HP pump wear.

One of the intercooler pipes (especially the hose between throttle body and intercooler) goes soft and collapses under boost pressure, causing poor performance. Intake manifolds are also prone to cracking (more expensive repair - €300-400). Twin-turbo D5s have a vacuum line connected to the intercooler inlet hose hidden at the back that can disconnect. Hose replacement €100-200 parts + labor. EGR cooler issues: rubber elbow hose between EGR cooler and cylinder head develops small splits near hose clips, causing coolant leaks. Access is difficult - tucked underneath components. Single-use hose clamps on EGR exhaust connections can weep coolant onto engine block and undertray - tightening can temporarily stop leak but replacement recommended. Oil presence in intercooler pipes is normal - the PCV system dumps oily vapor into air intake before the turbo, which is why oil accumulates in these pipes. Excessive oil dripping from weep holes indicates PCV system needs service, not necessarily turbo seal failure.