2007 Volvo V50 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.^[2][4][5]

  With caution

Faults that affect 2007 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: 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 107/110 (DW10ATED / DW10ATED4, 2000-2008)

  107–110 hp · DW10ATED, DW10ATED4, RHZ, RHW

  The dual-mass flywheel starts to cause problems on this version (83 cases out of 553 opinions collected by Fiches-Auto) and the first significant turbo and DPF cases also appear.^[7]

  With caution

• 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.^[7]

  With caution

Faults that affect 2007 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

• Naturally aspirated 2.4 of 140-170 hp (B5244S, B5244S2, B5244S4 and B5244S5, 1999-2010)

  140–170 hp · B5244S, B5244S2, B5244S4, B5244S5

  None of the sources we have opened deals with this 2.4 separately; it belongs to the same family as the turbos, so as a precaution the crankcase ventilation and timing belt checks should be applied to it.^[8][9]

  With caution

• 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.^[9][10]

  With caution

Faults that affect 2007 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

• High severityFrequency: OccasionalElectrical systemWasher fluid leaking from the windscreen washer pump into the wiring and central electronic module on the Volvo V50Washer fluid can seep into the pump, run down the wires to the central electronic module and affect several functions of the car or, in serious cases, cause a fire. UK campaign R/2011/163 covers the C30, S40, V50 and C70 and replaces the pump's wiring harness.
• High severityFrequency: OccasionalBrakesReduced brake servo assistance because of the non-return valve in the Volvo V50's vacuum pumpOn certain cold starts the vacuum pump can give less brake assistance: the car still brakes, but you have to press the pedal harder. UK campaign R/2009/052 (S40, V50, C30, C70, S80 and V70) replaces the pump's non-return valve.
• Medium severityFrequency: OccasionalGearbox and clutchBreakage of the plastic rod in the Volvo V50's clutch master cylinderThe rod connecting the clutch master cylinder to the pedal can snap suddenly and without warning, after which the clutch no longer disengages. UK campaign R/2011/127 (C30, S40, V50 and C70) replaces the cylinder with one that has a metal rod instead of a plastic one.
• Medium severityFrequency: OccasionalGearbox and clutchGear selector ball joint working loose and able to jam the Volvo V50's gear leverA part of the gear selection mechanism can work loose over time and jam the lever, so that you cannot change gear or select neutral. UK campaign R/2010/071, which includes the S40, V50 and C30, checks that the selector ball joint is properly secured.