2011 Volvo C30 problems

• 1.6 HDi 110 16V DPF (DV6TED4, 2004-2011)

  109–110 hp · DV6TED4, 9HY, 9HZ

  It is the version with the most complaints in the family (turbo, injection, EGR, DPF and dual-mass flywheel). It is only worth it with demonstrable maintenance and, if the turbo has already been replaced, with the complete cleaning procedure documented on the invoice.^[3][4][5]

  With caution

• 1.6 HDi / e-HDi 112/115 8V (DV6C, 2010-2015)

  112–115 hp · DV6C, DV6CTED, 9HR

  More reliable than the 16V engines on the turbo, but you need to check PSA's action on the belt (units from October 2010 to September 2011) and whether the 2011-2014 Continental injectors were replaced.^[6][7]

  With caution

Faults that affect 2011 cars

• High severityFrequency: Very frequentTurboTurbo failure through lack of lubrication (carbon deposits and union filter)On the 16-valve 1.6 HDi/TDCi engines (2004-2011) the turbo can seize because carbon deposits from the oil clog the mesh filter in the union that feeds it. It is a serious, repeat fault: if only the turbo is replaced without cleaning the circuit, it fails again.Repair (garage): €700–€1,050
• High severityFrequency: Very frequentTimingTiming belt failure and premature wearOn the 8-valve 1.6 HDi/e-HDi 112/115 built between October 2010 and September 2011 the belt could break and leave the car stranded. PSA covered the repair and in 2014 preventively replaced the belt and crankshaft sprocket on those that had passed 120,000 km.
• Medium severityFrequency: CommonInjectionLeaks at the injector washers and carbon build-up in the cylinder headIt is common for the copper washers of the 1.6 HDi injectors to stop sealing: the engine blows gases, carbon forms around the injector and soot gets into the oil. It is cheap to repair, but if left it contaminates the oil and is one of the causes of turbo failure.Repair (garage): €110–€310
• Medium severityFrequency: CommonInjectionJerking and injection faults on the 1.6 e-HDi 112/115 (Continental injectors)The 112 and 115 hp 1.6 HDi/e-HDi built between late 2011 and February 2014 can jerk and turn on the engine warning light because of an internal electrical defect in their Continental injectors. PSA covered their replacement depending on age and mileage.
• Medium severityFrequency: CommonEmissions controlAdditive-fed particulate filter (Eolys cerine): depleted additive and cloggingThe DPF on the 1.6 HDi and BlueHDi works with an additive (cerine) that runs out at 80,000-120,000 km and has to be topped up for around €100-120 (price in Spain). With a lot of town use the filter clogs and the warning appears; if it is left, a new DPF costs around €1,500.Repair (garage): €100–€1,500Appears at around 80,000 km
• Medium severityFrequency: CommonEmissions controlDirty EGR valve and EGR cooler leaksThe 1.6 HDi EGR valve gets dirty easily, especially in town use, and causes jerking and stalling at idle. On the 8V engines the EGR cooler also fails, consuming coolant with no visible leaks.

• 2.0 HDi 136/138/140 DPF (DW10BTED4, 2004-2011)

  136–140 hp · DW10BTED4, RHR, RHF

  Fiches-Auto calls it "the era of the unreliable diesel": it concentrates the highest number of turbo, DPF, EGR, injector and, above all, dual-mass flywheel cases in the whole family. It is a viable buy, but you should check the history of these parts first.^[9]

  With caution

Faults that affect 2011 cars

• High severityFrequency: CommonTurboVariable-geometry turbo failures (actuator, sensors and clogging)On the 107/110 hp and, above all, 136-140 hp 2.0 HDi, the variable-geometry turbo fails relatively often: sometimes it is the whole turbo, but often it is the actuator, sensors or hoses, with loss of power and limp mode.
• High severityFrequency: CommonEmissions controlDPF clogging on additive-type systems (Eolys/cerine)The additive-type diesel particulate filter (DPF) of the 2.0 HDi clogs relatively easily on short journeys, especially on the 107/110 and 136-140 hp versions. The anti-pollution warning light comes on and, if ignored, the car loses power and may end up needing a new DPF.
• Medium severityFrequency: Very frequentClutchPremature dual-mass flywheel wear (from 107/110 hp)The dual-mass flywheel fitted to the 2.0 HDi from 107/110 hp wears out sooner than expected, with more cases the more powerful the version. It causes vibration, knocking and noise, and if ignored it ends up damaging the clutch too.
• Medium severityFrequency: CommonEmissions controlEGR valve blocked by sootThe 2.0 HDi's EGR valve gets coated in soot and sticks, especially on the 107/120 and 136/138 hp versions; it causes jerking, limp mode and the engine warning light, although it can usually be solved by cleaning it.Repair (garage): €200–€350

• T5 of 220-230 hp (B5254T3 and B5254T7, P1 platform, 2005-2013)

  220–230 hp · B5254T3, B5254T7

  The technical article describes on these cars a whistle from a cracked ventilation hose and leaks at the separator at high mileage, and Total Renting cites the coils as a T5 fault on the C30.^[11][12]

  With caution

Faults that affect 2011 cars

• High severityFrequency: OccasionalTimingFront camshaft seal leak wetting the timing beltWith the crankcase ventilation blocked, the pressure can force the front camshaft seal and the oil reaches the timing belt. It is a serious risk, because if the belt fails the valves bend, but the sources give no case figures.
• Medium severityFrequency: CommonLubricationClogged oil separator and crankcase overpressureThe crankcase ventilation's oil separator clogs with carbon and sludge, internal pressure rises and oil consumption, whistling and leaks from the seals appear. A technical article on turbocharged Volvos and the Russian press on the Focus ST both point to it.
• Low severityFrequency: OccasionalLubricationTorn crankcase ventilation diaphragm or hose (whistling)On the 2.5 turbo, the separator diaphragm or a crankcase ventilation hose can fail and the engine whistles at idle. The Russian press puts the Focus ST diaphragm failure at between 70,000 and 100,000 km.Appears at around 70,000 km
• Low severityFrequency: OccasionalIgnitionFaulty ignition coils with misfiresOn the five-cylinder T5 of the Volvo C30, Total Renting attributes jerking and misfires to the coils and puts replacement at between 120 and 300 € including labour (in Spain).Repair (garage): €120–€300

• Medium severityFrequency: OccasionalElectrical systemVolvo C30 alternator failureAccording to the reports gathered by fiches-auto.fr, the alternator is one of the electrical parts most cited on the C30: 16 cases, mostly on diesels, between about 60,000 and 159,000 km. It is an owner pattern, not an official campaign.Appears at around 60,000 km
• Medium severityFrequency: OccasionalGearbox and clutchPremature wear of the clutch and dual-mass flywheel on the diesel Volvo C30According to the fiches-auto.fr reports, the C30's clutch accounts for 18 cases between clutch and flywheel, mostly on diesels, some at barely 30,000-45,000 km. It is an owner pattern, not an official campaign.Appears at around 30,000 km
• Medium severityFrequency: RareBodywork and interiorWater ingress through the tailgate of the Volvo C30According to the fiches-auto.fr reports, the C30's tailgate can let water into the boot, also via the aerial, and sometimes the tailgate struts need replacing. It is an owner pattern, not an official campaign.
• Low severityFrequency: OccasionalClimate controlVolvo C30 air conditioning failure (condenser and compressor)According to the fiches-auto.fr reports, the C30's air conditioning fails in 12 cases, with condenser leaks at higher mileage and early failures in some cases. It is an owner pattern, not a manufacturer campaign.
• Low severityFrequency: OccasionalSuspensionWear of the wishbones, ball joints and shock absorbers in the Volvo C30 suspensionAccording to the fiches-auto.fr reports, the C30's suspension accounts for 10 cases of wishbones, ball joints, drop links and shock absorbers, with examples such as two wishbones at 200,000 km. It is an owner pattern, not an official campaign.