Volvo V70 3
Pro generational confusion
In some sources, this car is considered the third generation, in others – the second. Rights of any of them. The question is where to count. The very first generation was referred to as the V70 XC, and only in the second a proper name appeared – in a similar way, say, the Subaru XV. Therefore, this XC70 can be called the second and third generation. For accuracy, you can use the release years (2007-2016) or the P24 index.
The third generation XC70 came out at a time when Volvo belonged to Ford, so the basis was the Ford medium-sized EUCD platform, which the XC70 shares, including the Ford Mondeo and Land Rover Freelander 2. This slightly expands the range of available parts, but does not always benefit quality.
Well, the closest relative of the XC70 is the then flagship of the Swedish brand – Volvo S80. In principle, the XC70 is an S80 wagon with off-road body kit and all-wheel drive. For comparison, in the past, the second generation of the XC70 had the same close relative of the more compact S60. Therefore, if we compare cars of two generations, the latter will be much larger, more spacious, and with a richer choice of engines: right up to the supercharged gasoline “six”. Four-wheel drive relied on all modifications, except those that appeared after restyling with a four-cylinder engine. The drive to the rear axle is through the Haldex coupling, of course.
In 2013, the XC70 suffered a slight restyling. Appearance has changed slightly: in front of the most noticeable changes have occurred in the design of the grille, rear view has changed the optics and the design of the fifth door. The weakest diesel five-cylinder engines were replaced by four-cylinder ones from Ford and a little added the power of the top-end version D5 due to the complication of the boost scheme.
Now, having a basic understanding of the car, let’s get to the details.
Volvo’s corrosion resistance is traditionally high: in fact, it has always been good, except in the case of the Dutch S40 assembly. At ХС70 there is both a galvanization, and a thick qualitative paint and varnish layer, and careful study of all niches and pockets in which dirt and snow can linger.
For unbeaten cars, even for the first editions, the list of typical paintwork defects is limited to small chips on the doors and the leading edge of the roof. The aluminum hood is very soft, any inaccurate effects lead to the appearance of dents, but usually they are hardly noticeable and can be easily removed without repainting.
The back door behaves perfectly. True, the “tongue” of the castle rust is very ugly, and inside it is wet, but the paintwork of the door itself on the vast majority of copies is still a whole.
The peeling rails spoil the look a bit – powder coating on aluminum is coming off. However, this does not threaten any consequences. Worse is the situation with the lining on the racks: they are painted not as an example worse than the body itself, and gradually rust.
Under the plastic lining in the front wings there is a risk of peeling paint and even corrosion in the back. After thorough washing, you can find surface corrosion in the rear arches: the seams are usually intact, they have a good sealant layer, but in some places rust can come close to the seams, and this is already dangerous. In advanced cases, on the rear arches, corrosion sometimes sharpens both the front and rear edges, but when viewed from the outside, this is not noticeable, a partial disassembly of the body kit will be required.
On the bottom, foci of corrosion come across, but in most cases these are consequences of either mechanical contact with the surface, or impact of stones. The exception is the area around the fuel tank, where corroded surfaces can also be completely protected from external influences. Apparently, the role of increased humidity and pollution.
To the list of points of inspection of the machine definitely should include an overhead niche. The eternal misfortune of past generations, where the accumulation of moisture in this zone was seriously threatened by electronics, has not been completely eliminated. Plums are still regularly clogged in the fall, although there is no leakage into the cabin. But on the other hand, water flows exactly on the gearbox with the windshield wiper control unit – it is located directly on the trapezoid – and gets inside.
And then – corrosion or just a short circuit: how lucky. A little to improve the situation may be abundant lubrication of the gearbox, drying and varnishing the control board and the connector. Or replacement on the block from ХС60, it is cheaper and more tight. The problem is not only in the failures of electronics: it corrodes the gear case itself, up to the formation of fistulas.
In general, the XC70 II (especially the oldest) is gradually entering a time when they require very serious anti-corrosion treatment in order for the machine to maintain an ideal state. Unfortunately, most of the owners do not care about the distant future of the machine, since the processes taking place outside will not be visible for many years. Fortunately, the beginning problems are usually clearly visible on the lift. Keep in mind that the longer the rust and anticorrosive solution is delayed, the more expensive the work will be. Now there are still good chances to “make it for the ages”, later there will be no such opportunity.