(VOLVO) Manual de Taller Volvo C 30 1999

2000 Volvo S40 L4-1.
9L Turbo VIN 25 B4204T2 gggggggggggggggggggggg

Copyright © 2009, ALLDATA 10.10 Page 1
Engine: Application and ID

Engine:
Liquid-cooled, gasoline, inline, 4-cylinder, turbocharged engine. Aluminum alloy cylinder block with cast-iron cylinder liners cast directly into the
block. Aluminum alloy cylinder head with double overhead camshafts and separate intake and outlet channels. Engine lubrication is provided by an
eccentric pump driven from the crankshaft Full-flow type oil filter. Exhaust emission control is accomplished by multiport fuel injection, a heated
oxygen sensor and a three-way catalytic converter.
Designation: Volvo B 4204 T3.
Output 162hp at 5100 rpm (121 kW at 5100 rpm)
Max torque 177 ft. lbs. at 1800-4800 rpm (240 Nm at 1800-4800 rpm)
Number of cylinders 4
Bore 3.27" (83 mm)
Stroke 3.54" (90 mm)
Displacement 1.95 liters
Compression ratio 9.0:1
Number of valves 16
Valve clearance mechanical

2000 Volvo S40 L4-1.9L Turbo VIN 25 B4204T2 gggggggggggggggggggggg
Vehicle: Service and Repair
Cables, General
KA. Cables, general
General
This Service Manual is for the repair and replacement of cables in an existing cable harness. Choice of cable size and rating, cable routing for
installing accessories or other installations are not covered here.
- For mounting accessories or subsequent wiring work refer to the instructions for the particular part involved.
Normal multiple strand cable
There are different types of cable. The most common is multiple strand (more than 7 strands) of copper. There are also single strand cables and
minimal strand (2-7 strands). Cables have different areas and color codes.
Cable area
Specifications that give a cable area are always based on the area of the core (the copper strands). The cable area does not include the insulation.
Cable insulation (sheath)
Nearly all cables are of the insulated type and have either single or double insulation.
Some copper cables have no insulation.
Other types of cable
Shielded cables
Shielded cables are used for carrying signals from antenna and in wiring for engine control modules. Braided wire shield is wrapped around on or
two conducting copper strands which provides protection against interference from electromagnetic high frequency fields.
Special tools are required for stripping, splicing and connecting shielded cables.
Twisted pair
Twisted pair cables reduce the effects of magnetically induced interference. When splicing twisted pair cables the splice points must not be made
parallel.
Splicing Cables, General

Splicing cables, general
Splicing, different types

Insulated moisture proof butt connector
A butt connector is used for joining two cables by crimping and shrinking.
The crimping is done at two points (1) on a metal girdle to join the cable cores from each side.
The crimp section of the connector is divided in the center by an metal tab (2) which is where the cable core ends meet
The support sections (3) are coated with glue on the inside. When they are heated the plastic layer shrinks, the glue is released and flows out in the
connector over the cable. When correctly used this method provides a strong and moisture proof joint.
For method details with insulated butt connector. See: Splicing Using Insulated Moisture Proof Butt Connector
Uninsulated butt connector
This type of butt connector is used in certain production operations to join cables.
To insulate the crimped butt connector a heat-shrinkable tubing is used that has an internal coating of glue. When heated the tube shrinks and the
glue melts for good sealing properties and moisture protection.
Splicing using an uninsulated butt connector is not covered in this Service Manual.
Where an uninsulated butt connector must be replaced use an insulated butt connector. See: Splicing Using Insulated Moisture Proof Butt
Connector
Branch point
Several cables can be joined together in a branch point splice. To make a branch point use an insulated butt connector. See: Splicing Using
Insulated Moisture Proof Butt Connector
New Cable Terminal

New cable terminal
CAUTION: Always use a new Volvo original cable terminal of the recommended type and quality when replacing a cable terminal.
Identify the cable terminal
First compare the cable terminal removed from the housing with the cable terminals in the repair kit pin 9814235. Look inside the box lid and
compare the terminal with those in the assortment available in the box.
NOTE: Cable area When the correct type of cable terminal is identified choose one of the right size for the cable area required. Seal sws For cable
terminals designated sws a seal must be used.
Stripping the cable insulation
If no similar cable terminal is available in the cable terminal assortment
If the cable terminal does not compare with any of those available in the assortment in the box, check in the relevant Spare Parts Catalogue.
NOTE: When the correct type of cable terminal is identified in the Spare Parts Catalogue, choose a cable terminal of the right size for the cable
area required and order the cable terminal.
Seal sws and plug
Seal sws for cable terminals
CAUTION: Always use the correct size of seal to match the cable.
A seal must always be used for cable terminals with the designation sws.
How to identify a cable terminal that requires a seal:
- If there is a hole or slot (see arrow in illustration) in the insulation wings a seal must be used.
Seals are used where the cables are exposed to aggressive environmental factors and there is a risk of moisture penetration in the housing cavities.
The rubber-based seals prevent oxidization and retain moisture proof properties even when subjected to heavy vibration and extremes of
temperature.
The seals are crimped round the cable at the insulation wings on the cable terminal.
The seals have different colors which are coded according to size as shown in the table below.
Table for cable terminal seals
Plug
Plugs are used to close the unused cavities in a moisture proof housing.
A plug is in principle like a seal but without a hole in it for a cable.
Plugs are included in the repair kit p/n 9814235 for housings with cable terminals of the type 2.8 sws.
Example 1
Example 1
Socket type housings p/n 3523410-3, and equivalent pin housings Replacement of cable terminals
Remove housing
- Pull back the rubber cover on the cables

- Remove rubber gasket (socket housings only).
- Carefully release the clips by bending them out with a small screwdriver (one clip per side).
- Depress the catch on the front of the housing and lift the housing out of the connector cover.
Open the housing
Release the housing secondary locking as shown.
- Insert a small screwdriver (approx. 3 mm blade width) as shown. Bend the secondary locking catch outward carefully and push the locking
cover forwards 1.5 mm.
For a combined pin housing do the following:
- Release the pin housings from each other.
The illustration shows pin housings with the contact side up.
Open the housing section to replace terminal

Front housing section

- The front housing section opens by carefully bending the secondary locking out and sliding the locking cover forwards 1.5 mm.
Other housing sections

- The other housing sections open by pressing in the locking catch on the cable side and sliding the locking cover forwards 1.5 mm.
Extract the cable terminal
No terminal removal tool is required.
- Extract the cable terminal from rear of the by pulling on the cable.
Crimp new cable terminal
The cable terminal is 1.6 Pin/Pin socket.
- Use a strip length of 3 to 4 mm and strip the cable as described in Stripping a cable.
- Use crimp tool (green) p/n 981 4226 and crimp the cable terminal as described in Crimping a cable terminal.
Insert new cable terminal

NOTE: The locking cover must be in the open position protruding 1.5 mm as described in (NA2).
- Insert the new cable terminal in the housing from the cable side in the correct cavity. A "click" can be heard when the terminal is pushed fully
home.
Close the housing
Secondary locking
- Push the locking cover back to the starting position for secondary locking of the housing. A "click" indicates the lock has engaged.
Check
- Carefully pull on the cables to check the terminal is firmly attached.
Reassemble the connector
- Replace the connector cover. Check that the catches (3 catches) engage.
- Replace gasket seal (only for socket housings).
- Push on rubber seal over housing
Example 2
Example 2A
Socket housings p/n 6849321-2

Replacement of cable terminal in socket housing
NOTE: For equivalent pin housing, see Example 2B.
Separate the connector pin and socket housings
If the connector is intact then first remove the socket housing (female) from the pin housing (male). See illustration.
- Undo the locking screw. (Some connectors have no locking screw).

- Turn the connector housing retaining ring (outer ring) counterclockwise.
- Separate the two halves of the connector.
Extract socket housing
Extract socket housing from the connector housing as follows:
- Remove retaining ring from the connector by inserting a small screwdriver from the rear of the ring and pry open the 3 catches.
- Pull back rubber seal on the cables.
Open socket housing
- Open the socket housing secondary locking by turning the two rings shown in the illustration. A "click" indicates that the secondary locking
has disengaged.

- Extract the cable terminal from the rear of the housing by tugging on the cable.
The cable terminal is 1.6 Pin socket.
- Use strip length 3 to 4 mm and strip the cable as described in section Stripping a cable.
- Use crimp tool (green) pin 981 4226 and crimp the cable terminal as described in Crimping a cable terminal.
Insert new cable terminal in housing
NOTE: The housings secondary locking must be open, see (NB3).
- Insert the new cable terminal in the correct socket housing cavity from the cable side. A "click"" indicates that the catch has engaged.
Close socket housing
Secondary locking
- Activate secondary locking by Turing both the ring sections as shown in the illustration. A "click" indicates that the secondary locking has
engaged.
Check
- Push the rubber seal on to the socket housing.

- Replace the retaining ring on the socket housing.
Example 2B
Pin type housing p/n 3545784-5

Replacement of cable terminals in pin housing
NOTE: For equivalent socket housing, see Example 2A.
Separate the pin and socket housings of the connector
If the connector is intact:
- First disconnect the socket housing from the pin housing as m Example 2A.
Open the connector
- Turn the retaining ring on the connector counterclockwise until a "click" indicates it has disengaged.
- Remove the retaining ring and pull back on the cables.
- Release the two catches on the sides using a narrow screwdriver.
- Withdraw the inner tube and pull back on the cables.
Open the pin housing

- First remove the pin housing from the outer shell.

- Open the pin housing secondary locking by Turing the two rings as shown. A "click" indicates that the secondary locking has disengaged.
- Extract the cable terminal from the rear of the housing by pulling on the cable.
The cable terminal is 1.6 Pin.
- use strip length 3 to 4 mm and strip the cable as described in stripping a cable.
- Use crimp tool (green) p/n 9814226 and crimp the cable terminal as described in Terminal crimping.
Insert the new cable terminal in housing
NOTE: The housing secondary locking must be open as in (NC3).
- Insert the new cable terminal in pin housing from the cable side in the correct cavity. A "click" indicates that the catch has engaged.
Close socket housings

Secondary locking
- Close the housing and activate secondary locking by turning both the ring sections as shown in the illustration. A "click" indicates that the
secondary locking has engaged.
Check
- Insert the pin housing in the outer shell. The tab slot should be lined up with the guide groove.
- Insert the inner tube in the outer shell. Line up the slot with the guide groove. Press the inner tube firmly in so the catches engage in the
correct position.
- Reinstall the retainer ring on the pin housing and turn the ring clockwise until the catch engages.
Example 3
Example 3
Socket type housing p/n 3523276-8
Replacement of cable terminals
Remove the connector cover

- Pull the rubber sleeve back on the cables.

- Keep both catches pressed in (one on each side) and pull the connector cover up.
- Remove the connector cover from the housing.
Open the housing
Release the secondary locking catches (one on each side) as follows:
- Insert a narrow screwdriver blade as shown. Carefully bend back the catch at the edge and push the secondary locking slightly forwards
(approx. 1 mm).
Follow the instructions in when the cavity opening has two extraction grooves.
Crimp the cable terminal as in Crimping a cable terminal. Do not forget to install a new seal on the cable.
Insert the new cable terminal in the housing
NOTE: The housing secondary locking must be slightly open as in (ND2).
- Insert the new cable terminal in the housing from the cable side checking that it is in the correct cavity. A "click" indicates the catch has
engaged.
Close the housing

Secondary locking
Press the secondary locking catches (one on each side) slightly to their original position.
Check
- Replace the connector cover by depressing the locking catches (one on each side).
Check that the catches have engaged properly.
- Push rubber seal into place.
Example 4
Example 4
Socket type housings pin 1362989-4, and corresponding pin housings
Open the housing

Hold the housing as shown and open the secondary locking as follows:
- Using a small screwdriver press the catches on the secondary locking in from the side shown in the illustration. A "click" will be heard.
When the secondary locking is pressed in the locking cover slides open and the cavities open.
Follow instructions in cavity opening with one extraction groove.
Crimp new cable terminal as in crimping! a cable terminal.
NOTE: The housing secondary locking must be in the open position as in (NE1).
- Insert the new cable terminal in the housing from the cable side checking that it is in the correct cavity. A "click" indicates that the locking
tab has engaged.
Close the housing
Hold the housing as shown and close it by activating the secondary locking as follows:
- Using a small screwdriver press in the catches on the secondary locking from the opposite side. A "click" indicates that the secondary locking
has engaged.
General Information
Cable terminals, different types
WARNING: SRS No cable repair or other repair work may be carried out on the SRS system wiring. Follow the instructions for repair
work in the Restraint Systems.
The part numbers of the cable terminals are not given here. Look at the picture on the inside of the box containing the cable terminals, check the
Contents table in the Special Tools and the Spare Parts Catalogue for the model concerned.
Cable terminals are divided up into the following main groups

There are many different types of cable terminals intended for different purposes depending on current, mechanical stress, temperature, vibration
etc.
Moisture proof cable terminals
Moisture proof cable terminals are used where there is a risk of oxidation.
- Moisture proof cable terminals complete with cables are available both as pin and as socket fittings.
Note that these cable terminals are supplied as a complete spare part, ready-pressed and crimped with molded plastic covers on the cable.
Ring cable terminal (and forked cable terminal)

Cable terminals intended for use with screws/bolts and available in the following variants:
- Insulated and uninsulated

- Closed crimping connection and open crimping connection
- Ring cable terminals are available in sizes to fit screws/bolts from M3.5 to M16
Receptacle terminals
Receptacle terminals are available in different variants:
- With locking tab and without locking tab.

- With dimpling and without dimpling.

- In sizes 2.8, 4.8, 6.3, 8 and 9.5
- The most common sizes are 4.8 and 6.3
Tab
Tab terminals are available in different variants:

- In sizes 2.8, 6.3 and 9.5
Tab sws (Single Wire Seal)
- sws designation means that a seal must be installed in the insulation wings.
- Tab sws is available in size 2.8
Tab steel sws
- steel The "steel" designation means that the cable terminal tab or pin is reinforced with a steel spring.
- sws The "sws" designation means that a seal must be used in the insulation wings.
- Tab steel sws is available in size 2.8
Timer
Timer is a socket type cable terminal used with a tab terminal. Timer terminals are found in multiple pin housings.
- Timer terminals variants can be found with 1 or 2 locking tabs.

- Timer are available in sizes 1.6, 2.8 and 6.3
1.6 Timer are also known as Microtimer.

2.8 Timer are also known as Minitimer.
6.3 Timer are also known as (Power)timer.
2.8 Timer sws
- sws The sws designation means that a seal must be used on the insulation wings.
0.64 Socket
Cable terminal 0.64 is available in one variant:
- With 2 locking tabs on the upper side

- Only 0.64 socket can be replaced. The equivalent 0.64 pin is mounted as a fixed part on components.
Pin terminals
Pin terminals are available in a number of variants:
- Without locking tab, with 1 locking tab and with 2 locking tab.
- In sizes 1.6,2.1 and 3.5 (A selection of pin terminals is shown in the illustration on the left)
Socket terminals
Socket terminals are available in a number of variants:
- In sizes 1.6, 2.1 and 3.5 (A selection of socket terminals is shown in the illustration on the left)
Primary Locking In General

Primary locking in general
The cable terminal is retained in position in the cavity using different types of locking catches. These locking catches are called primary locking.
There are two main types of primary locking:
- Primary locking in cavities

- Primary locking on cable terminals
Primary locking in cavities
Cable terminals without locking tab

The primary locking is permanently located in the housing as an integral part of the cavity.
Cable terminals without locking tabs are used with housings which have integral primary locking in the cavities. An example is the 1.6 Pin/Socket
Primary locking on cable terminals
Cable terminals with locking tab
The primary locking tabs are located on the cable terminals.
Cable terminals can have either one locking tab (single primary locking) or two locking tabs (double primary locking).
Without primary locking
Some combinations of housing/cable terminal have no primary locking with lockable lock catches/locking tabs.
The cavities in the housing in these cases have integral catches which hold the cable terminals in place. When the secondary locking on the housing
is opened the cable terminals can be lifted out No terminal removal tool is needed.
An example is a housing with moisture proof cable terminals.
Release primary locking

A terminal removal tool is usually required to release the locking tab/locking catch so that the cable terminal can be extracted and removed.
Using Terminal Removal Tools

Using terminal removal tools
Choosing the correct tool

General
It is important to use the correct terminal removal tool when removing cable terminals. The tools are included in the repair kit or supplementary kits
supplied in the future.
This describes how to choose the correct tool by inspecting the cavity opening and the shape of the cable terminal.
If the type of cable terminal is already known, the table for cable terminals and tools in the "Special tools" can be used.
Cavity opening and cable terminal profiles
The cavity opening in the housing has an easily identifiable profile on the connector side.
Turn the housing so that the connector side is visible. How does the cavity profile look?
The cavity opening may be as follows:

- With one extraction groove
- With two extraction grooves
- A square profile
- A round profile
- Or housings with half-open connector sides (the cable terminal is partly exposed with a visible locking tab in the cavities).
NOTE: If the receptacle housing has a secondary locking, this must be in the open position. Always push the cable terminal forward in the cavity
first. Push it towards the connector side of the receptacle housing before inserting the terminal removal tool.
The terminal removal tool shown in the following has been inserted in the cavity from the connector side of the housing.
The cable terminal is extracted by pulling on the cable from the cable side of the housing.
The housing cavities are numbered on the inside and
outside with the terminal numbers. Always check that the correct cable terminal has been removed.
If a wiring diagram is used for fault-tracing / repairs, check it against both the terminal numbers on the housing and the cable color code.
Removing cable terminals with locking tabs
The locking tab secures the cable terminal
The illustration shows the location of the cable terminal in the housing with the locking tab (the primary locking) held by a catch in the cavity.
NOTE: The text describes, and the illustration shows, cable terminals with a locking tab. The same principle also applies to cable terminals with
two locking tabs.
Release the locking tab for the cable terminal as follows
To extract the cable terminal, the locking tab must be released (held down) with a terminal removal tool.
1. Press the cable terminal in the cavity forwards as far as it will go. This will free the locking tab from the cavity catch.
2. Insert the terminal removal tool in the cavity from the connector side of the housing. The tool presses down the locking tab. This allows the
cable terminal to pass the catch in the cavity.
Hold the terminal removal tool in place.
3. Extract the cable terminal from the cable side of the housing: Pull the cable.
If the cable terminal is stuck, first remove the terminal removal tool.
What NOT to do
An example of an incorrect working method
The locking tab may be damaged if the terminal removal tool is inserted in the cavity before the cable has been pushed forwards. The cable terminal
could then be difficult to extract.
In the illustration beside, there is not room for the locking tab to be pressed down by the terminal removal tool. The locking tab is pressed down by
the tools towards the stop lug. It bends into a shape that will lock it in position.
When the Cavity Opening Has Two Extraction Grooves

When the cavity opening has two extraction grooves
Terminal removal tool, P/N 9814228
Use pointed, pincer type terminal removal tool, P/N 9814228.
This terminal removal tool is used for cable terminals with two locking tabs:
A 2.8 Flat pin steel

B 2.8 Timer and 2.8 Timer
C 6.3 Timer
Choose the terminal removal tool with the correct width
There are two sizes of cavity opening. See the example in the illustration.
Select the terminal removal tool with ends which match the extraction groove in the cavity opening.
- The narrow ends are 0.9 mm wide.

- The broader ends are 1.6 mm wide.
Press the cable terminal in the cavity forwards as far as it will go. This will free the locking tab from the cavity catch.
Insert the terminal removal tool in the groove over and under the cable terminal. Extract the cable terminal.
Always follow the instructions for using terminal removal tools. These instructions give the correct working procedure.
- Proceed for replacing a cable terminal instructions about how to crimp a new cable terminal.
Cavity Opening With One Extraction Groove

Cavity opening with one extraction groove
Terminal removal tool, p/n 9814229
A terminal removal tool p/n 9814229 with a single blade type tip must be used.
This terminal removal tool is used for cable terminals with one locking tab:
A 2.8 Timer
B 6.3 Receptacle terminal
There are two sizes of the cavity opening. See illustration.

Choose a terminal removal tool with ends which match the cavity opening extraction groove.

- The wider ends are 2.7 mm wide.
Press the cable terminal in the cavity forwards as far as it will go to free the locking tab from the cavity catch. Insert the terminal removal tool in the
groove as illustrated.
Always follow the instructions, when secondary locking is of the lid type which give the correct working procedure.
- Proceed to replacing a cable terminal. Replacing a cable terminal in order to crimp a new cable terminal.
Housing With Half-Open Contact Side

Housing with half-open contact side
(When the cable terminals are partly exposed with the locking tabs visible in the cavities)
Housings of this type have partly exposed cable terminals on the contact side with the locking tabs visible in the cavities.
Usually this type only includes tab cable terminals with one locking tab.
Illustrated are:
A 2.8 Tab sws
B 6.3 Tab (also in sizes 2.8 and 9.5)
Use terminal removal tool p/n 981 4229.
The illustration below shows a housing with tabs. To extract pin cable terminals read the instructions at Housings with round cavity opening.
Choose a terminal removal tool with an end that matches the cavity opening.
- The narrow ended tool is 1.5 mm wide.

- The wider end is 2.7 mm wide.
Press the cable terminal in the cavity forwards as far as it will go to free the locking tab from the cavity catch.
Insert the terminal removal tool in the groove as illustrated. Always follow the instructions for using terminal removal tools which give the correct
working procedure.
Replacing a cable terminal in order to crimp a new cable terminal.

Housings With Square Cavity Openings
Housings with square cavity openings
Terminal removal tool
When a housing has 0.64 sockets use a terminal removal tool with a narrow square end (1.2 x 1.2 mm).
Shown is a 0.64 socket cable terminal.
The terminal removal tool for 0.64 sockets is not included in the repair kit p/n 981 4235.
Single or double row of cavities
There are two main types of 0.64 housings. Check the contact side of the housing. Does the housing have a single or double row of cavities?
- Proceed to the appropriate type below.
Single cavity row
For a single row of cavities the terminal removal tool is inserted in the open groove on the upper side for each terminal.
Press the cable terminal forwards in the cavity. Insert the terminal removal tool end between the cable terminal locking tabs and extract the cable
terminal.
Double cavity row

For a double cavity row the terminal removal tool is inserted from the contact side in the upper row of cavities for the terminal to be extracted.
The lower cavities are used to fasten the cable terminals in place.
Press the cable terminal forwards in the cavity. Insert the terminal removal tool and extract the cable terminal.
Proceed
Housings With Round Cavity Opening

Housings with round cavity opening
Cable terminals that are extracted without using a terminal removal tool
1.6 Pin/Pin sockets
For housings for 1.6 Pin/pin sockets no terminal removal tool is used.
The cable terminals have no locking tabs. The primary locking is located in the cavities.
With the secondary locking opened the cable terminals can be extracted from the cable side by pulling the cable. No terminal removal tool is
required.
- See Example 1 and Example 2A for the procedure.

The cavity opening for 1.6 Pin/Pin sockets is the smallest of the round cavity types.
3.5 Moisture proof pin/pin sockets
Housings intended for moisture proof pin/pin socket terminals do not require a terminal removal tool.
The cable terminals have no primary locking. Integral catches in the cavities retain the terminals in the housing.
With the secondary locking opened the cable terminals can be extracted from the cable side of the housing by lifting them up.
Moisture proof pin/pin sockets are ready-to-use with the cable fitted and are available as a complete spare part.
Cable terminals that are extracted with terminal removal tools
2.1 Pin/Pin sockets and 3.5 Pin/Pin sockets
Terminal removal tool, pin 981 4230

For round cavity openings a terminal removal tool with a hollow end is used.
The terminal removal tool is used for the following cable terminals:
A 2.1 Pin/Pin sockets
B 3.5 pin/pin sockets
Choose a terminal removal tool with the correct diameter

There are two cavity opening sizes. See illustration.
Choose a terminal removal tool which matches the cavity opening.
- The smaller end is for diameter 2.1
- The larger end is for diameter 3.5
Insert the terminal removal tool in the groove as illustrated.
Always follow the instructions for using terminal removal tools which give the correct working procedure.

Single Terminal Housings
Single terminal housings
Single terminal housings without a locking tab such as receptacle terminals.
The terminal removal tool is inserted from the cable side.
Insert the terminal removal tool under the cable terminal from the cable side.
The point of the terminal removal tool pushes in and releases the primary locking (locking catch) in the housing cavity.
- Withdraw the cable terminal and terminal removal tool at the same time.
- Replacing a cable terminal in order to crimp a new cable terminal.
Miscellaneous, exceptions
The housings shown here have a divided cable terminal. The cable terminals have no locking tab. The primary locking is located in the housing
cavity on the cable side.
Use a feeler gauge approx. 0.15 mm. Press in locking catch and extract the cable terminal.
Inserting Cable Terminal In A Housing

When cable terminal is to be inserted in a housing
Keep in mind the following

The secondary locking must always be open.

Inspect the locking tab/tabs on the terminal for damage and check that they are not pressed inward.
The cable terminal must be inserted from the housing's cable side.
Check against the wiring diagram that you have the correct cavity/position number.
Turn the cable terminal the right way up. Check against the other terminals.
When the cable terminal is inserted in the cavity a "click" is often heard when the primary locking engages.
Check that the cable terminal is firmly in place by pulling lightly on the cable.
Proceed
When the cable terminal is located in the housing it should be closed.
Closing the housing
The secondary locking must always be adjusted to the initial position.

The secondary locking must be closed in reverse order to the way it was opened.
When the secondary locking is closed a "click" is often heard.
If it cannot be closed it might be because the cable terminal is not completely inserted in the cavity.
If the connector has a sheath, cover or rubber gasket for the housings, do not forget to reinstall it.
After completing the repair work
- Replace the battery negative cable terminal on the battery.

- check functions for the equipment affected by the repair.
Cutting and Checking A Cable

Cutting and checking a cable
Cutting a cable
If the cable is connected to a connector first remove the cable with the cable terminal from the housing.
- Cut the cable at the cable terminal.
Minimize length loss on cables
If there Is a risk that the cable will be too short when the cable terminal is replaced follow this procedure in order to minimize length loss for tightly
routed cables:
- Cut the cable terminal between the core crimp and the insulation wings.
Inspect the cable insulation
Check if there is
- Visible mechanical wear or damage from excessive loadings.
- Visible damage from excessive electrical loadings in the form of discoloration or melted material.
If the damage is only at the end of the cable

Cut off the damaged section and check that the length remaining is sufficient.
If the cable is too short it must be renewed or a new section of cable added
- Replacement of cable
- See Splicing using insulated moisture proof butt connector.
If there is damage along the cable
Replace the cable with a new one

- Replacement of cable. For small areas of damage such as scratches (not deep ones) it can be enough to apply reinforcement to the cable
insulation by using a heat-shrinkable tubing over the damaged area. If good sealing properties are required then either a shrinkable tubing
with internal coating of glue or self-vulcanizing tape p/n 3540116-5 must be used.
Stripping A Cable
Stripping the cable
Stripping the cable for a cable terminal

If the cable is to be stripped of the end insulation prior to terminal crimping in a cable terminal, check if a seal is required for that type of cable
terminal.
- A description of which cable terminals require seals can be found in Seal sws and plug.
If no seal is to be used on the cable terminal
- Proceed to (FB2).
If a seal is to be used on the cable terminal

Thread the seal on to the cable before stripping the insulation. If the seal is threaded on to a cable that has been stripped both the copper conductors
in the cable and the seal can be damaged.
- Push the seal about 5 cm down the cable with the narrow end of the seal pointing towards the cable end. See illustration.
Always use a seal of the correct size for the cable it is intended for.
Length of the stripped section of cable
Volvo recommends the use of stripping pliers with an integral setting for the length of the stripped section and the cable area.
NOTE: Always used the correct length of stripped conductor to match the cable terminal to be used.
The cable must be stripped to a conductor length that matches the cable terminal type.
Compare the stripped conductor length with the cable terminals crimp contact connection. See illustration. The stripped length of the cable should
be slightly longer than the crimp contact.
- A normal stripped length of conductor is approx. 4 to 5 mm.

Soldering, General
Soldering, general
Soldering is a relatively easy method to apply to cable terminals. No expensive equipment is required and the core area dimension is not a critical
factor.
The disadvantages with soldering are uneven results and that impurities and dirt on the contact points make it more difficult to get a clean soldered
connection.
To ensure a good contact the soldering point must be free from dirt, oxidized metal, grease, paint etc.
NOTE: Avoid soldering connections that carry a high power load.
Soldered connection quality

choice of solder wire, flux and soldering tool as well as the location and method used affect the overall quality of a soldered connection.
Ensure that solder does not creep too far up the cable when soldering a terminal on to a cable, as there is a risk the cable can become brittle and
break.
Soldering tool
There are different types of soldering tool. Usually a soldering iron with temperature control is used so that the temperature created on the soldering
iron tip can be adjusted.
Soldering wire
It is important to use soldering wire with a high quality non-corrosive flux. Use 50-50 or 60-40 rosin core solder.
Do NOT use acid flux solder (e.g. plumbing solder) as this will cause oxidization.
When to solder
If a terminal has been crimped using a tool not intended for terminal crimping then the cable terminal must be soldered
To avoid soldering
CAUTION: Soldering cable terminals can be avoided by always making a point of using only Volvo special tools for terminal crimping or
other tool recommended by Volvo.
General
Terminal crimping in general
Advantages of terminal crimping
Terminal crimping is a way of creating an electrical contact by pressing the wings of the cable terminal round a cable with such force that the metal
in the cable is deformed. Using the correct tool it is a rapid and simple way to fasten cable terminals to cables. A correctly crimped terminal
provides a stronger and more reliable bonding than soldering the connection.
Terminal crimping, method and tools
NOTE: The results of the crimping process are entirely dependant on the use of the correct tools and method of carrying out the crimping.
Crimping contacts on different cable terminals
There are various designs and shapes of cable terminals that can be crimped. The type of cable terminal is determined by factors such as the cable
used, the joint design, tool type, intended use etc.
The crimping tools in the repair kit p/n 9814235 have different crimping inserts to suit most types of cable terminal.
Terminal crimping insulated butt connectors and insulated ring cable terminals
To crimp insulated moisture proof butt connectors and insulated ring cable terminals, use the crimp tool recommended in other tools.
Cable Terminals - Crimping Core Wings
Cable terminals - crimping core wings
Insulated cable terminals
Crimping core wings, shape
Terminal crimping occurs in an enclosed core crimp. An enclosed core crimp on a cable terminal has a soldered sleeve with an insulating layer of
material around it. The cable is inserted in the core wings and crimped in place using a drift type crimp tool.
The cover around ring cable terminals is color coded to indicate the cable area.
Normally this type of terminal does not have insulation wings.
The illustration shows a cross section of a terminal crimping using a crimp tool intended for insulated terminals, referred to in other tools.
Uninsulated cable terminals
Terminal crimping is carried out in either an open or enclosed contact.
Enclosed type
An enclosed core crimp on a cable terminal has a soldered sleeve. The cable is inserted in the core crimp and crimped in place using a drift type
crimp tool.
The illustration shows a cross section of a terminal crimping using a Volvo crimp tool p/n 9812451, shown in other tools.
Open type
On the open type the cable terminals core crimp is U-shaped The cable is inserted in the core wings from the top. The crimp tool then applies a roll
crimp the contact during crimping.
This type normally has insulation wings.
The illustration shows a cross section of a terminal crimping using the crimp tool from repair kit p/n 9814235, which is described in the following
Choice of crimp tool.
Core wings and insulation wings
The cable terminal crimping section consists of two parts which are formed simultaneously in the crimp tool.
Core wings
The core wings (I) are designed to make the electrical connection with the stripped section of the cable (the copper core).
Insulation wings
The insulation wings (2), relieve the core crimp wings from mechanical stress and are located on the insulating sheath around a cable.
The illustration shows a crimped cable terminal without seal.
Core crimp - electrical efficiency
The electrical characteristics for conduction for a contact are that it should be as least as efficient as the cable to which it is connected and provide
good contact. These characteristics are dependent partly on the crimping process to fix the terminal on the cable and partly on the contact made
between the two terminals (male and female) in the connector. The goal is to get a joint with the lowest possible transient resistance and to retain a
low resistance even after extended periods of exposure (temperature extremes, mechanical wear etc.)
Core crimp - mechanical efficiency
The joint in the core wings must retain the cable and support it so that it is not subjected to excessive bending forces at the entry point.
Choice of Crimp Tool

Choice of crimp tool
In repair kit p/n 9814235 are 5 crimp tools.

Supplementary kits may be supplied in future.
Color coded grip

The tools have different crimping inserts fitted and the plastic grips are color coded.
Correct choice of crimp tool for a cable terminal
NOTE: Always use the correct crimp tool intended for the cable terminal and use the correct crimping groove.
Below is a description of the crimp tools with information on:
- Which cable terminals the tool is to be used for.

- Which cable areas the crimping inserts in the tool can be used for.
Crimp tool (black), p/n 9814223
Used for cable terminals types:
- 2.8 Tab
- 6.3 Receptacle terminal and 6.3 Tab
- 6.3 Timer
- M6 Ring cable terminal
The four crimping inserts are used for cable areas (in sq.mm):
- 0.5 /0.6/0.75 /1.01 and 0.35 double folded wire

- 1.4/1.5/2.0/2.5
- 3.0/4.0
- 5.0/6.0
Crimp tool (red), p/n 9814224

- 2.8 Timer sws
- 2.8 Tab sws
- 2.8 Tab steel sws
The two crimping inserts are used for cable areas (in sq.mm)
- 0.5/0.6/0.75/1.0
- 1.4/1.5/2.0/2.5
Crimp tool (yellow), pin 9814225

- 2.8 Timer
The three crimping inserts are used for cable areas (in sq.mm):
- 0.5 /0.6/ 0.75 /1.0, and 0.35 double folded wire

- 1.4/1.5/2.0/2.5
- 3.0
Crimp tool (green), pin 9814226

- 1.6 Pin socket and 1.6 Pin
The two crimping inserts are used for cable areas (in sq.mm):
- 0.75/1.0/1.4/1.5 and 0.5 and 0.6 double folded wire

- 2.0/2.5
Crimp tool (blue), pin 9814227

- 1.0/1.4/1.5 /2.0/2.5/and 0.5, 0.6 and 0.75 double folded wire

- 3.0/4.0
Crimping A Cable Terminal

Crimping a cable terminal
CAUTION: An incorrectly crimped terminal means poor electrical contact, which can cause defective operation or intermittent faults.
These problems can be difficult to detect and localize during subsequent fault tracing.
Use a Volvo crimp tool
The crimp tools from the repair kit p/n 9814235 will give a reliable result when used correctly.
Contact crimp tool, inhibitor function

The contact crimp tool has a ratchet which normally
prevents a crimping operation from being aborted before the tool is at its final position (and the crimping operation correctly completed). The tool
will then open automatically.
To abort a crimping operation when using the contact crimp tool see section (GD3).
NOTE: Do NOT use this type of tool!
Do not use this type of simple direct-acting crimping pliers which are intended for the home repairs and hobby market. The tool does not supply the
necessary force required or meet Volvo quality standards to ensure reliable terminal crimping.
Place the cable terminal in the tool
- Select the crimping insert for the cable terminal type. Choice of crimp tool
- Locate the cable terminal correctly in the crimping insert.
Check that the cable terminal deformation sections (1) and (2) are in contact with the crimp tool support section (3) and (4). The cable
terminal must not be at an angle or he to far forwards or to the rear in the crimp tool insert.
- Carefully apply pressure to the crimp tool until the jaws hold the cable terminal in place without applying sufficient pressure to deform it.
Check the cable terminal is correctly located in the crimp tool jaws
If the cable terminal is not correctly located

If the cable terminal has turned, moved forward or backwards, or is in the wrong cable area profile section, abort the crimping operation, see
section (GD3).
If the cable terminal is located correctly
- Proceed to (GD4).
To abort a terminal crimping operation
The crimp tools have a ratchet in the grip section. See illustration.
- Use a screwdriver to lift and release the ratchet.

- Reposition the cable terminal correctly in the insert and proceed with operation (GD4).
If the cable terminal is damaged

If the cable terminal has already been deformed replace with a new cable terminal and start again from operation (GD1).
Locate cable in the cable terminal
The cable terminal should be in the crimp tool as described in (GD1).
- Insert the cable end in the cable terminal.

The stripped section of copper conductor is located in the core wings (1) and the insulated cable section in the insulation wings (2).
If a seal is required on the cable it should be located as shown in the illustration.
If the cable area is to small for the cable terminal
Always select a cable terminal intended for the cable area of the cable.
If on the other hand the correct cable terminal for the cable area is not available and only one cable terminal is available and it is for a larger cable
area than is required:
- Strip the cable to double the normal stripping length and bend it double. In this way the conductor will make a tight and reliable connection
in the terminal crimping operation.
Two cables crimped in one cable terminal
Always use a cable terminal that is large enough to take both the cables.
- Insert the cables one on top of the other
If the cables are of different areas always insert the larger cable on top.
Crimp the cable terminal
Check that the cable is still in the correct position in the cable terminal.
- Apply pressure to the grip of the crimp tool
Do not release the pressure on the tool until it is at the final position. Only when the crimping operation is completed will the tool open.
Proceed
Inspect the crimped terminal

Always inspect the crimped cable terminal as described in checking the result of the crimping operation.
After checking the cable terminal

- To insert the cable terminal in the housing, continue to inserting a cable terminal in a housing.
Examples of Correct/Incorrect Crimping

Examples of correct terminal crimping
Checking crimping results
A correctly crimped cable should look like this:
- Core wings (1) should be completely pressed over the stripped core of wire.
The first illustration shows the copper strands in the core in cross section where they are completely compressed and covered by the core wings.
- Insulation wings (2) should be completely pressed over the cable insulation.
If a seal is used for cable terminal it should be pressed under the insulation wings as shown in the illustration.
Check the position of the cable
This is how a cable should be located In the terminal:
- The stripped core should be under the core wings (I). It must not stick out too far in front or behind the core wings.
- The cable insulation should only be under the insulation wings (2). It must not lie too far out in front of or lie too far in under the insulation
wings.
Check the cable is firmly inserted by carefully holding the cable terminal and pulling on the cable.
Check the cable terminal locking tabs

If the cable terminal has locking tab/locking tabs, check that they are not damaged or pressed inward so they will not engage when the terminal is
inserted in a housing.
Poor results after crimping

If in doubt after crimping compare the results obtained with the examples incorrect terminal crimping. Examples of incorrect crimping. Where the
crimping results are not correct, the operation must be repeated using a new cable terminal.
Examples of incorrect crimping
CAUTION: The most common reason for poor crimp results is using the wrong crimp tool/crimp tool insert for the cable terminal or the
wrong area on the matching cable terminal/cable.
Core too large for the core wings
The illustration shows the cross section of the core crimp. The core wings are too small to completely cover the core of stripped copper strands.
Core is too small for the core wings
The illustration shows the cross section of the core crimp with the core which is too small for the core wings. As a result the core is not firmly held
in place by the pressure of the core wings on the copper strands.
Reason
Incorrect crimping as shown above can be caused by:
- Cable terminal is the wrong size for the cable area
- The wrong crimp tool or the wrong forming section in the crimp tool was used.
Incorrect location of cable/cable terminal

The stripped cable is not located correctly
The cable has not been pushed far enough in. The entire stripped core must be located within the core crimp.
The stripped core is too short
The cable insulation is too far forward and has caught under the core crimp.
The stripped core is too long

The insulation is not fully located in the insulation wings.
The stripped core is too far forward past the core crimp.
The stripped core is incorrectly crimped
The strip section is the right length but one of the copper strands is outside the terminal, indicating the terminal was incorrectly located in the crimp
tool forming jaws.
All of the strands must be pressed together within the core wings.
Reason
- Stripping the cable too short or too long.
- Incorrect location in the cable terminal.
- The cable terminal was incorrectly located in the crimp tool forming section.
Separate the Connector

Separate the connector
WARNING: SRS Nor cable repair or other repair work may be carried out on the SRS wiring. For repairs to the SRS system refer to the
Restraint Systems.
If the connector halves (socket housing and pin housing) are connected together or if the connector is connected to a component, then the connector
halves must first be separated.
General instructions
Note that these are general instructions, variations can occur in practice. Regard the examples shown and the procedures described as guidelines.
Types of catches and locks
The connector halves are connected to each other by different types of lock tabs/eyes. Separation
NOTE: Never pull the cables when separating. Hold the connector halves.
Active locking
For active locking Systems (Fig. A) a catch must be pressed down to release the lock.
Passive locking
For passive locking systems (Fig. B) the catch is released when force is applied to separate the connector halves.
Reconnecting
The connector halves are physically located with a guide pin. Always turn the connector halves to the correct position when reconnecting. Check
that connector halves lock properly into each other.
Secondary locking
The cable terminals are retained in the housing cavities by different forms of primary locking and secondary locking. This describes how the
different secondary locking Systems on housing types are opened. If there is no secondary locking on the housing this can be ignored.
There are housings with and without secondary locking. In order to decide if the housing has secondary locking and if it has of which type, refer to
the housings illustrated at Secondary locking - socket type, When secondary locking is of the lid type and When secondary locking is of the cavity
cover type.
Housing with secondary locking

To replace a cable terminal the secondary locking must first be opened.
The following procedures describe how different types of secondary locking can he released to open a housing
- Secondary locking socket/housing retainer type

- Secondary locking lid/catch cover
- Secondary locking cavity cover /locking plate
More examples of procedures for opening secondary locking can be found in connectors some examples of methods.
Tools
Use a thin screwdriver with a blade 3 - 4 mm wide.
Secondary locking - socket type
Open the secondary locking as shown if it is of the socket/housing retainer type
Note that these are general instructions, variations can occur in practice.
Regard the examples shown and the procedures described as guidelines.
Release socket/housing retainer

- Work the locking catches/eyes carefully loose on the socket or on the housing.
The number of locking catches/eyes and their location varies on different housings. There can also be variations between pin sizes in the housing
types.
NOTE: Take care that the locking catches/eyes are not broken off when releasing the socket.
Remove
- Remove socket (and pull it back on the cables).
Proceed
To replace a cable terminal the next step is to remove the old cable terminal in the housing.
When secondary locking is of the lid type.
To open a housing secondary locking of the locking lid/catch type proceed as follows

Open locking lid/catch
Use a thin screwdriver with a blade 3 - 4 mm wide. Work the locking catches/eyes carefully loose on the locking lid or on the housing.
types.
CAUTION: Take care that the locking catches/eyes are not broken off when releasing the lid.
- Unlock and open the locking lid
In multi-pin housings there can be separate locking lid for the upper cavity row and the lower. Only open the locking lid which is locking the cable
terminal which is to be replaced.
Proceed
For replacement of a cable terminal the next step is to remove the old cable terminal which is in the housing.
When secondary locking is of the cavity cover type
To open a housing secondary locking when it is of the cavity cover/locking plate type, proceed as follows
Note that these are general instructions, variations can occur m practice.
Open cavity cover/locking plate

For some housings a small, thin screwdriver can be used, for others no tool is required.
The secondary locking on this type of housing is released by setting the cavity cover/locking plate in the open position. There are two positions,
open or closed.
- Lift up, push or unclip from the locking plate
A "click" can be heard when the plate unlocks and is in the open position.
NOTE: If the housing has a long, narrow locking plate check that it opens completely and not only along one edge. Work loose the locking plate
along one entire long side.
Other examples of cavity cover/locking plates
More examples of housings with cavity cover/locking plate and procedures for opening them can be found in connectors, some examples of
methods.
Proceed
To replace a cable terminal the next step is to remove the old cable terminal located in the housing.
- Proceed to extracting the cable terminal from the housing.

Operating Procedures For Repairs
Proceed as follows
Using the information below most housings can be opened and the cable terminals replaced. Note that the stages in the operations can be used with
most housings/cable terminals and that the illustrations only show a few individual types as examples. Other types can occur. The basic instructions
for the repair/replacement of cable terminals are only a summary of the contents, with references to respective operations.
CAUTION: Note the contents, of these instructions must be followed before carrying out any repair work.
WARNING: SRS No cable repair or other repair work may be carried out on the SRS wiring. For repairs to the SRS system refer to the
instructions in the Restraint Systems.
Basic procedures for repair operations

Opening a connector
If the connector halves are connected they must first he opened.
CAUTION: Never pull the cables when opening the connector. Hold the connector halves.
Open the housing

Secondary locking
Opening a housing's secondary locking.
Select terminal removal tool
Select the terminal removal tool that matches the housing's cavity openings.
Remove the cable terminal from the housing

Use the recommended terminal removal tool and follow the operating procedure described.
Select a new cable terminal
Select a new cable terminal of the same type as the existing terminal. Use the cable terminals in the repair kit p/n 981 4235. Refer to the wiring
diagram for information on the cable area.
Sws (Single Wire Seal)

Seal sws and plug
If a seal is to be used on the cable terminal thread the seal on to the cable before stripping the insulation on the cable.
Strip the cable
Cut and strip the cable to a length that matches the cable terminal.
Select a suitable crimp tool for the cable terminal
Refer to information on which tool is used for which type of cable terminal.
Place the cable terminal in the crimp tool jaws, in the profile that matches the cable area of the cable. Position the cable in the cable terminal. Crimp
the cable terminal on to the cable end.
Checking crimping of a cable terminal
Checking the result of the crimping operation
Always check the result of the crimping operation and that the primary locking is not damaged.
Insert the cable terminal in the housing

Insert the cable terminal in the appropriate cavity until the primary locking activates.
Check that the cable terminal is properly locked by pulling lightly on the cable.
Close the housing
The housing's secondary locking must be closed.
Glossary For Connector/Housings

Glossary for connector/housings
Throughout the Service Manual certain terms are used to describe components and their location on the connector/housings.
A standard connector consists of a housing with cable terminals inside it. There are also connectors with different covers around the housings.
The purpose of the housings is to insulate the cable terminals and ensure a good electrical contact as well as to protect them from damage and
deterioration due to the environment.
Pin housings and socket housings

Pin housings hold the Pin (male) cable terminals.
Socket housings hold the Socket (female) cable terminals.
The housings interlock with each other or to a component There are both color and mechanical physical) codings used.
Connector halves
When a pin housing and a socket housing are connected together they are also called the connector halves.
Locking
To open the connector halves a catch must be released. There are two main types of locking systems: Active locking and Passive locking.
The housings - contact side V. cable side
The Contact side is the front of the housing where the cable terminals, Male or Female, are connected with each other.
The Cable side is the rear of the housing where the cable enters it.
The housings, top or bottom
Refers to which orientation the housing is shown from in illustrations.
The side in the illustrations that is up is referred to as the top in the text. The side that is down is called the bottom.
The housings, cavities and position numbers

A cavity is the space in the housing where a cable terminal is located. Each cavity has a number and that number (terminal number) is given in the
wiring diagrams as the position number.
Example: designation 24/11:3 means position 3 in connector 24/11.
The housing cavity opening

The cavity opening on the housing contact side has an easily identifiable shape, to match the different types of cable terminals. It is the cavity shape
which determines which terminal removal tool is to be used.
Extraction groove
Some housing cavity openings have a extraction groove. The groove is used to insert a terminal removal tool. Cavity openings can have one or two
extraction grooves.
Moisture proof housings
Moisture proof housings have moisture proof cable terminals. The moisture proof cable terminals have wires fitted and then sealed in a plastic
material.
Other housings have enhanced moisture resistance through addition of various types of seal such as gaskets, a rubber sleeve fitted over the cables,
plugs in unused cavities and seals on the insulation wings of the cable terminal.
Terms used for cable terminals
There are many different designs of cable terminals - tab, pin and timer are all examples. Here are some terms which apply to all cable terminals.
- The different types of cable terminals are described in extracting the cable terminal from the housing.
Size
Cable terminal size is calculated as the width of the tab section. The receptacle terminal size is given as the matching tab's size. For pin/socket
terminals the size is the diameter of the pin.
Cable terminal specifications are written with the size first, for example 2.8 Tab.
Cable areas
Every cable terminal type is available in sizes (approx 2 to 4) for different cable areas, so the size of the core wings and insulation wings vary.
Seal sws (single wire seal) on cable terminals

On SWS (single wire seal) cable terminals a seal must be used. The seal is crimped round the cable at the insulation wings and seals against the
cavity in a housing.
Locking tab
Most cable terminals have one or two locking tabs which retain the cable terminal in the cavity. There are also cable terminals without any locking
tab.
It is important that the locking tab is sticking up from the cable terminal so that it catches properly in the housing when it is connected.
Dimples
Some tab/receptacle terminals in single pin (and multi pin) variants have dimples in the housing.
The dimple is a mechanical locking device between the tab and receptacle terminals.
Core crimp and insulation wings
The cable terminals crimping section consists of two parts, which are both formed at the same time in the crimp tool.
Core crimp (1) for the electrical connection with the stripped section of the cable (the core).
Insulation wings(2), which are pressed on to the cable's insulating sheath and support the core crimp, reducing the effects of mechanical stress.
Primary locking and secondary locking

The cable terminals are retained in position in a housing by different types of locking devices which prevent the cable terminal being pushed out of
the rear of the housing when they are connected together.
The locking catches must be opened when inserting a cable terminal in a housing.
Primary locking
Primary locking is normally on the cable terminal, consisting usually of one or two locking tabs. See examples in illustration.
- Single primary locking uses one locking tab

- Double primary locking has two locking tabs
If there is no primary locking on the cable terminal there may be a type of locking catch located in the housing cavity instead. There is always one
separate primary locking for each cable terminal.
Secondary locking
Secondary locking is always located in the housing itself. Secondary locking can be a socket section or locking lid with catches, which must be
opened in order to remove a cable terminal. Secondary locking protects, supports and holds the cable terminals in place.
Splicing Using Insulated Moisture Proof Butt Connector

Splicing using insulated moisture proof butt connector
Table for insulated moisture proof butt connectors
Prepare the cables
- Select a suitable butt connector according to cable area.

- Cut the cables
- Strip cables to strip length as shown in table above.
Splicing cables of different areas

If the cable areas are so different that they will not fit in the same butt connector, do as follows:
- Select butt connector to fit the larger cable.

- Strip the smaller cable to double length and bend the stripped section double.
Splice with several cables (branch point)
Select a butt connector large enough to take the cables to be inserted on the same side.
If a single cable is to be inserted on one side of the butt connector it will more than likely have too small an area compared to the opening in the
butt connector.
Strip the cable to double length and bend it double.
Locate the butt connector in the crimp tool
Use the crimp tool recommended Other tools.
Locate the butt connector in crimp tool jaws Use the correct insert that matches the area of the butt connector.
- Apply pressure to the tool grips until the insert in the jaws retains the without deforming it.
- Insert cables in both ends of the so that each stripped section of core is up against the center divider in the butt connector.
Crimping a butt connector
Before completing crimping:

- Check that the butt connector is correctly located in the crimp tool forming section.
- Check the cables are still in the correct position in the butt connector.
If the butt connector is not correctly located, abort the crimp operation.
On most crimp tools of this type there is a locking device that can be released to open the tool. See picture.
Complete the crimping operation:
- Press the tool grips together to close the jaws
Do not release pressure on the grips until the tool has fully completed the crimp operation. Not until then will complete crimping have occurred and
the tool can be opened.
Inspect the crimped butt connector
If the butt connector has been correctly crimped both crimping points should be uniformly compressed.
All cables should be crimped in place towards the center of the butt connector and not displaced towards the ends.
Pull the cables to ensure that none are loose.
Shrink butt connector using heat gun
After crimping the butt connector it must be shrunk using a heat gun.
The butt connector has an internal layer of glue which is released when heated and flows out and around the cables. The glue and crimp together
provide a mechanically robust and moisture proof splice.
- Use a heat gun with a high enough rating to shrink the crimped butt connector.
Inspect results of shrinking
Check the shrinking results. If ok the glue should have been forced out of the ends of the butt connector and around the splice.
Replacing a cable
If a cable must be replaced
If a cable is damaged it cannot be used again. The damage can be mechanical, electrical or the cable might be too short for crimping new cable
terminals. The cable must be replaced or spliced.
Selecting a new cable
NOTE: A new cable must always be of the same type as the one it replaces: the same length, insulation, core area and preferably the same color.
Select a new cable that matches the old.
Cable length
Measure the original cable length.
Cable area
Measure diameter on the original cable with a vernier caliper. Always replace cables with a cable of the same diameter or a cable that is nearest in
dimension to the original.
The cable area is stated on the wiring diagram (applies to 850 cars).
NOTE: It is always the cable core only that is used as the basis for cable area, not the area of the cable core and insulation together.
Color
Cable insulation color - if possible always use a cable of the same color when replacing cables.
The color code for the cable is stated on the wiring diagram (applies to 850 and 900 cars).
- Refer to color coding table Color coding table for color codes.
Install new cable

Use the same routing as the original cable and clamp the cable in appropriate cable clamp, tie etc.
If a new cable tie is used do not leave sharp edges when cutting.
Color coding table
Abbreviations used for cables and connectors/housings.
Color Abbreviated form
Black SB
Brown BN
Red R
Orange OR
Yellow Y
Green GN
Blue BL
Violet VO
Grey GR
White W
Pink P
Ivory I
Light blue LBL
Light brown LBN
Natural NL
Cable color coding with two colors

If the cable color code has two colors it appears in abbreviated form like this:
Example
Y/R (or Y-R) Is Yellow/Red.
The cable has a yellow insulation with a red stripe.

Engine: Description and Operation

A
A/C AC Air Conditioning System (A/C System)
AP Accelerator pedal
ACL Air cleaner
C
CAC Charge air cooler
CCM Climate control module
CEM Central electronic module
CFI Continuous fuel injection
CKP Crankshaft position
CMP Camshaft position
CTP Closed throttle position
D
DI Distributor
DLC Data Link Connector (DLC)
DTC Diagnostic trouble code
DTM Diagnostic test mode (DTM)
DSA Dynamic Stability Assistance
E
ECC Electronic climate control with air conditioning (A/C)
ECM Engine control module
ECT Engine coolant temperature
EGR Exhaust gas recirculation
EI Electronic ignition
EVAP Evaporative control system
F
FC Fan control
FP Fuel pump
G
GEN Generator
H
H02S Heated oxygen sensor
I
IAC Idle air control
IAT Intake air temperature
ICM Ignition control module
K
KS Knock sensor
M
MAF Mass air flow
MAP Manifold absolute pressure
MCC Manual climate control with air conditioning (A/C)
MFI Multiport fuel injection
MIL Malfunction indicator lamp
N
NTC Negative temperature coefficient
O
02S Oxygen sensor (not heated)
OBD On-board diagnostic system
P
PAIR Pulsed secondary air injection system
PNP Park/neutral position (shift-lock) switch
PTC Positive temperature coefficient
PWM Pulse width modulated
R
RPM Engine speed
S
SRI Service reminder indicator
SRS Supplementary restraint system (airbag)
ST Volvo Scan Tool
STD Manual climate control without air conditioning (A\C)
T
TB Throttle body
TC Turbocharger
TCM Transmission control module
TDC Top dead center
TP Throttle position
TWC Three-way catalytic converter
V
VSS Vehicle speed sensor
W
WOT Wide open throttle
Engine: Testing and Inspection

General method description
The cylinders can be checked for leakage as an alternative to a compression test
Using this method, the amount of leakage at the engine cylinders is measured and it is possible to localize the source of any leaks.
A similar check can be performed with a compression gauge by injecting oil in the cylinder. However, this can cause a build-up of coke!
The result will not always be decisive or precise.
In addition, the VADIS station or the Volvo Scan Tool (ST) must always be connected afterwards to erase any Diagnostic Trouble Codes
(DTCs).
How is the cylinder checked for leakage?

- The engine should be run to operating temperature so that the thermostat is open.
- The piston in the cylinder that is being checked must be set to Top Dead Center (TDC) at the compression stage.
- A controlled air pressure is connected to the relevant cylinder via an adapter that is secured in the spark plug/glow plug well.
- A gauge is used to measure the size of the leakage from the cylinder. This is a pressure sensor with a regulator and displays the size of the
leak expressed as a percentage. This allows the extent of any problem to be determined.
Fault-tracing
The source of a leak can be localized by analyzing sound at the points shown in the table.
A mechanic's stethoscope or a rubber hose can be used as a listening device.
Note! There is leakage at the piston rings even on a perfect engine. This is the only place where a small leak is permissible.
Check
If a leak is detected that is assumed to come from the valve system, first check that the piston in the relevant cylinder is at Top Dead Center
(TDC).
Then try to set the piston just prior to Top Dead Center (TDC) and redo the test.
When repeating the leak test on the same engine, there are usually variations in the results of the measurements.
This is due to changes in the Engine Coolant Temperature (ECT) and the piston not reaching the same position as in the previous test, and is
affected by the amount of oil on the piston rings at the time.
Other information
For information about cylinder leakage test equipment refer to equipment manufacturer.
Engine: Service and Repair

Removing Engine Top Cover
Special Tools
999 5702
Removing the cover on top of the engine
- Remove the screws from the rear of the cover

- Remove the two screws from the timing gear side
- Undo the clips on the timing gear side. Remove the cover{s)
Installing the cover on top of the engine
- Position the cover(s)

- Secure the clips on the timing gear side
- Install the screws. Tighten to 10 Nm.
Engine: Service and Repair

Engine, Replacement
Removal
Special tools
999 2810
999 5185
999 5462
999 5474
999 5488
999 5533
999 5642
999 5666
Draining coolant from radiator and engine

- See Replacing coolant, refer to Cooling System.
Undo drive shaft nut at the left side

Remove cover, undo nut.
Disconnect the air-conditioning (A/C) hose from the fan shroud
Remove engine splash guards front and rear
Remove crossmember stay
Remove longitudinal beam

Remove:
- the engine rubber heat shield

- the nuts from the engine rubbers
- the bolts front and rear
- the two bolts from the engine rubbers and remove the longitudinal beam from the car.
Remove exhaust down pipe from exhaust manifold
- Remove the nuts

- Pull the exhaust pipe downwards
- Remove the gasket.
Remove rear engine bracket
Remove the four bolts and the bracket.
Remove front engine bracket

Remove the clamps of the Charge Air Cooler (CAC) hose.

Remove the three bolts and take the bracket off.
Remove poly V-belt
- Loosen the belt tension by turning the spanner counterclockwise

- Remove the poly V-belt and move it upwards.
Remove the air-conditioning (A/C) compressor
Undo the upper bolt from the bracket at the power steering pump.
Remove:
- the connector (A)
- the four mounting bolts
- the compressor and turn it upwards as far as possible
- Move the bracket sidewards.
Tie the compressor up at body at the front side.
Note! Take care about the AC pipes/hoses.
Remove connector oil pressure sensor and alternator

Remove:
- the connector from the oil pressure sensor

- the cable clamp from the bracket
- the connector at the center.
Remove right hand drive shaft from transmission

Remove:
- The bearing cap at the engine side

- Both the front wheels
- The brake hose clips and take the hose out of the bracket
- The ABS wiring out of the bracket
- The two nuts and the upper bolt from the shock absorber
- The knuckle out of the shock absorber (turning)
- The drive shaft out of the transmission
- The lower bolt and move the drive shaft sideways.
Install special tool 999 5488 in the transmission.
Install the knuckle in the lower shock absorber bolt.
Tie up the drive shaft to the wheel arm while bringing shaft (drive) underneath.
Remove the side cover left side

Remove the bolts, take panel out.
Remove complete left hand drive shaft

Remove:
- The brake hose clips and take the hose out of the bracket
- The ABS wiring out of the bracket
- The central nut from the drive shaft
- The two nuts and the upper bolt from the shock absorber
- Undo the drive shaft from the transmission, use special tool 999 5462
- The drive shaft complete
- Install the special tool 999 5488 in the transmission
- Install the knuckle in the lower, shock-absorber mounting hole.
AT: Disconnect transmission oil pipes
Disconnect the oil pipe connections from the transmission and push them to one side.
Ensure that no dirt gets into the transmission and the hoses.
Seal all openings with plastic plugs.
Note! Do not remove the hoses from the pipes.
Drain fuel system

See Draining the fuel injection system, refer to Powertrain Management.
Remove battery and shelf
Remove the battery.
Note! If the car is fitted with cruise control, you must undo the vacuum hose and leads to the vacuum motor.
Remove bolts shelf.

Undo the cable harness out of the clamp.
Remove the hose clamp from the shelf.
Remove air cleaner (ACL)

Remove the Air Cleaner (ACL).
Remove positive and negative battery lead

Disconnect the connector (A).
Remove:
- The nut and remove the positive battery lead

- The ground lead from the transmission.
Remove gear shift mechanism cables
Remove: the gear selector cable support.

Disconnect the plug connector.
Remove the gear selector cable from the transmission.
Remove the connectors from transmission:
- The gear selector cable from the transmission
- The ground lead from the transmission
- Disconnect the connector bracket from the mounting on the transmission
- Separate the connector halves.
Remove hose from Canister Purge (CP) valve
Remove turbo hoses

Remove:
- The inlet hose from the Charge Air Cooler (CAC) to the Throttle Body (TB)
- The idling control-valve hose at the Charge Air Cooler (CAC)

- The hose at the pipe
- The bolt for the bracket and remove the complete pipe with the hose out.
Remove throttle cable

Remove:
- the cover by undoing one bolt and two plugs

- the inner cable at full throttle
- the clip and take the outer cable out.
Remove the bracket cover and connectors

Remove connectors for:
- the engine speed sensor

- the camshaft position sensor
- the Knock Sensor (KS)
- cable harness.
Remove:
- cable (protector) out of the clips (3x)
- the brake servo hose from the brake booster (press securing ring and pull hose out)
- hose from valve to air filter.
Remove fuel line from engine
- Press securing lips together, pull pipe out

- Pull pipe out clamps and move it sidewards.
Remove cable harness
Disconnect the plug connectors from the engine.
Note! Note all the positions of the cable harness mounting points.
Remove:
- the Engine Coolant Temperature (ECT) sensor
- cable out bracket

- remove injector cover (pull off)
- the injectors
- the Throttle Position (TP) sensor
- the Idle Air-Control (IAC) valve
- the cable guide by undoing one screw and one
- rear light switch
- move the whole cable sidewards.
Remove engine coolant hoses

Remove:
- the clamps
- upper coolant hose
- the lower coolant hose at the engine side.
Remove heater hoses from engine connector

Remove:
- loosen the clamps (note the route)

- pull off the hoses.
Remove power steering pump from engine
- Remove brackets between the pump and the inlet manifold and the lower bracket
- Take the poly V-belt out

- Remove bolts via the opening in the pulley flange
- Remove reservoir from the body and lift the hose out of clips
- Pull power steering pump off and place it to the side.
Place hood in service position
Remove the two bolts.

Remove the stand at the body side.
Support the hood.
Remove engine complete with transmission
Attach lifting lugs 999 5185 and 999 5642 to 999 2810.
Lift the engine up until it is under tension.
Remove the engine mounting on the transmission side:
- Remove the nut and the bolt
- Remove the three bolts and take the transmission bracket away.
Remove the engine mounting bolt on the distributor side.
Note! Check carefully to see that the complete transmission does not touch the body or any optional extras. If necessary turn the clamp at the oil
cooler.
Lift the engine out.

Always adjust the tackle hook when lifting.
Place hood back in normal position.
Replacement of Components - Engine Removed

Special Tools
998 5972
999 2520
999 2810
999 5112
999 5297
999 5186
999 5642
999 5463
Remove starter motor

- Pull of the cap off

- Remove the bracket inlet manifold
- Disconnect the wiring from the starter motor
- Remove the bolts and the starter motor.
Remove transmission
Undo torque converter screws. Undo the transmission screws to and from the engine where the flywheel housing is mounted on the engine block.
Warning When removing the transmission use lifting gear 998 5972 with the support 999 5463 to support the transmission and prevent
damage.
Remove flange plate
See Replacing flange plate, refer to Transmission and Drivetrain.
Mount engine on stand

Use stand 999 2520 and support 999 5297.

Remove the lifting tools.
Install the correct quantity of washers to compensate for the transmission guide pins.
Transfer engine components at left side
- The upper cover

- The coils and leads
- The Camshaft Position (CMP) sensor
- The lifting eve.
Transfer engine components at exhaust side
- The preheater plate

- The exhaust manifold
- The right engine mounting at the distribution side
- The thermostat housing, oil cooler with hoses
- The bracket, drive shaft bearing
- Water pipes.
Transfer engine components at air intake side

- The oil pressure sensor

- The dipstick and the pipe
- The alternator
- The intake manifold complete with water hose connection
- The thermostat housing complete
- The knock sensor
- The oil trap and the hoses
- The engine mountings with lifting eye
- Starter motor leads.
Install drive plate

See Replacing flange plate, refer to transmission and Drivetrain.
Install transmission
Torque converter, tighten to 50 Nm.

Plug the old engine in the same way as the new engine.
Install the cover plate exhaust side.
Install speed sensor and tighten 20 Nm.
Place wiring guide and tighten.
Install starter motor
- Install the starter motor and tighten the bolts. Tighten to 50 Nm

- Install the bracket and tighten tension free to the intake manifold
- Connect the wiring

- Place the protective cover.
Installation
Special Tools
951 2661
999 2810
999 5186
999 5642
999 5488
Place hood in service position
Install engine complete with transmission in car
Use the lifting beam 999 2810 and the lugs 999 5642 and 999 5186
- Attach the lifting beam so that the engine is balanced
- Always have the tackle hook on hand when lifting
- Install the nut and the bolt in the engine mounting at the distributor side.
Install gear shift mechanism cables
Check the gear shift mechanism cable.
Install:
- The connectors and the bracket
- The ground lead
- The gear shift selector-cable.
Install engine mounting on transmission side

- Mount the bracket on the transmission. Tighten to 45 Nm.
Note! Make sure that the rubber gaiters are in the correct position.
- Install the bolt and the nut on the body bracket

- Remove the lifting system
- Tighten both the left and right engine mounting bolts to 98 Nm.
Place the hood back in the normal position.
Route and attach hoses and wiring
Connect:
- The injectors, tighten the cable
- The wiring ignition coils and the earth lead
- The cable guide to the engine, tighten to 10 Nm
- The PCV valve
- The Throttle Position (TP) and the Idle Air Control (IAC) valves.
Route and fit fuel hose
Fit the fuel hose(s) and pull to check for correct attachment.
Install turbo air outlet hose at top
- Position the air pipe and fit it in the hose at the top
- Position the clamp and fit it to the engine with the spacer. Tighten the hose.
Install AC compressor on engine
Install the AC compressor. Place the bracket at bolt (B), do not tighten the bolt (B). Tighten the other bolts to 25 Nm.
Install connectors
Install the connectors:

- The alternator
- The sensor AC compressor
- The oil pressure.
Install right drive shaft in transmission

Remove the special tool 999 5488 from the transmission.

Place the drive shaft in the transmission and the bearing.
Finger-tighten the bearing cap.
Push the knuckle in the shock absorber. Install the bolts and the nuts.
Tighten the bearing cap bolts to 25 Nm.
Mount rear engine bracket
Install the bracket and tighten the four bolts.

Tighten to 40 Nm.
Mount front engine bracket
Connect the inlet hose of the Charge Air Cooler (CAC) and tighten.
Mount the bracket on the hose and the engine and tighten the three bolts. Tighten to 50 Nm.
Tighten the nut on the clamp.
Tighten to 6 Nm.
Install the AC pipe to the engine bracket.
Install longitudinal beam

Install the heat shield.

Install the longitudinal beam, and push two bolts (B) into the engine rubbers. Tighten the two bolts. Torque setting 69 Nm.
Note! Position the rubbers in the correct position (see illustration). The rear and front of the center member must be in similar positions.
Loosen the front-mounting bolster bolt (A). First tighten the rear-mounting bolster bolt (torque setting 55 Nm), then tighten the front mounting
bolt again (torque setting 55 Nm)
Attach exhaust pipe to exhaust manifold
Apply new gasket.

Tighten nuts to 30 Nm.
AT: Install oil pipes
Install the lower pipe. Use a new O-ring.

Install the upper pipe (return pipe) with its mounting in the control system cover. Loosely install the connector.
The pipe cap nut is tightened later.
Install left drive shaft

- Clean the splines and the drive shaft

- Remove the special tool 999 5488 from the transmission
- Remove the bolt from the knuckle/shock absorber
- Push the drive shaft into the transmission until it stops
- Place the hub over the drive shaft splines and fit the nut
- Place the two bolts in the knuckle/shock absorber.
Install cross stay member
- Place the stay and fit the bolts

- Tighten the bolts to 50 Nm.
Install engine splash guards

Install:
- Tighten the two bolts from the knuckle/shock absorber. Tighten to 90 Nm

- The ABS leads into the brackets
- The brake hose in the bracket, fit the clamp.
Fit front wheels

- Install the wheels and tighten the nuts slightly

- Tighten crosswise to 110 Nm
- Re-torque the wheel nuts by hand
- Lower the car.
Note!
^ When tightening with an airgun, only use torque socket 555 2661.
^ Tightening the nuts crosswise and to the correct torque settings is important to avoid causing stresses in the brake disc.
Tighten the central nut (A) to 120 Nm + 60°.
Install wiring
- The ground lead to the transmission

- The brake servo hose to the brake booster
- The starter motor wiring
- The battery positive lead
- Route the cables
- Fit the connectors and tie up.
Attach engine coolant hoses
- Install the clamp and fit the hose expansion tank

- Tighten the cap nut for the oil cooler on the transmission to 30 Nm.
Attach heater hoses
- Install and tighten the two heater hoses to the correct connections
- Install the heat shield on the fire wall.
Install air cleaner (ACL)

See Replacing the Air Cleaner (ACL), refer to Powertrain Management, Fuel Delivery and Air Induction.
Install battery
- Install the battery shelf. Torque setting 16 Nm

- The battery, secure with the locking part.
Note! If the car is equipped with cruise control, the vacuum hose and the leads to the vacuum motor must be installed before the battery shelf
is secured.
Attach throttle cable and air inlet hose to Throttle Body (TB)
- Clean the air inlet hose and Throttle Body (TB)

- Install the hose and tighten the clamp
Note! Make sure that the clamp does not touch the throttle cam when the throttle cam is at the idle or Wide Open Throttle (WOT) position.
- Attach the hose to the Idle Air Control (IAC) valve. Use a new clamp.
Install power steering pump
- Position the pump and fit the bolts

- Loosely install the brackets between the alternator and the inlet manifold and lower bracket
- Tighten the bolts. Torque setting 25 Nm
- Fit the cable in the bracket
- Tighten the bracket between the alternator and the inlet manifold to 25 Nm
- Tighten the lower bolt from the bracket to 25 Nm.
Install poly V-belt
- Clean the pulley grooves

- Turn the tensioning device clockwise
- Install the auxiliaries belt as illustrated
- Release the belt tensioner (counterclockwise)
- Tighten the bracket. Torque to 10 Nm.
- Install power steering hose. Torque to 10 Nm.
Fill coolant
See Replacing coolant, refer to Cooling System.
Fit all covers.
Check the Automatic transmission oil level.
Variable Valve Timing Actuator: Service and Repair

Preparations
Remove:
- the upper timing cover.
Remove the valve housing assembly

Remove:
- the connector
- the screws
- the valve
- the gasket.
Note! Clean the area around the Variable Valve Timing (VVT) valve thoroughly to avoid contaminated oil entering the ducts / the Variable
Valve Timing (VVT) valve.
Install the valve housing assembly
Install:
- a new gasket
- the valve
- the screws. Tighten to 10 Nm
- the connector
Compression Check: Testing and Inspection

Special Tools
115 8540
999 9689
General
Warning The ignition system works with high ignition tension and dangerous voltage in both the low and high tension circuits. There
are dangerous voltages throughout the entire ignition system including the connectors.
Test the compression with the engine at operating temperature and with Wide Open Throttle (WOT)
Normal value is 1.1 - 1.3 MPa
The maximum difference between the cylinders must not exceed 2 MPa
Note! Applies to engines at operating temperature, Wide Open Throttle (WOT) and starter motor turning at 4.2 -5.0 r/s (250 -300 rpm).
Disconnecting the ignition system
Remove:
- The connector from the flywheel sensor, turbocharged engines (1) or non turbocharged engines (2)
- the engine cover.
Remove the ignition coils and spark plugs.
Note! Mark up the ignition coils before removal.
Deactivating the fuel system

Remove the cover, Then remove the system relay.
Compression test
Open the throttle completely.

Use compression meter 999 9689 and extension socket 115 8540.
Test the compression in all the cylinders.
Install the spark plugs so that the gasket presses against the cylinder head.
Tighten to 25 Nm.
Turbocharged engines: Install the ignition coils.
Tighten to 10 Nm.
Install all removed components.
Check whether any Diagnostic Trouble Codes (DTCs) are displayed.
Camshaft: Service and Repair

Replacing Camshaft Seal (Retaining Ring) Front Side
Special Tools
999 5719
999 5718
999 5919
Remove
Remove camshaft seal at VVT unit side
- Remove toothed belt, see Replacing toothed (timing) belt, refer to Timing Components, Timing Belt.
- Remove the gear pulley at the side to be replaced, see Replacing the camshaft seals/variable valve timing unit.
Remove camshaft retaining ring
- Remove the retaining ring with help of special tool 999 5919
- Clean the surfaces.
Install
Install camshaft retaining ring
- Grease the new retaining ring

- Install the ring by using special tool 999 5718 at VVT side and 999 5719 at other side
- Remove the tools and check proper fitting.
- Install gear pulley, see Replacing the camshaft seals/variable valve timing unit
- Install toothed belt.
Check for leakage.
Camshaft: Service and Repair

Replacing the Camshaft Seals/Variable Valve Timing Unit
Special Tools
999 5006
999 5383
999 5460
999 5452
999 5451
999 5199
999 5718
999 5719
999 5651
Note!
- The crankshaft and the camshafts must not be turned more than is stated in the method description! If the shafts are turned in any other way
the valves may be damaged.
- As the illustrations in this service information are used for different model years and/or models, some variation may occur. However, the
essential information in the illustrations is always correct.
Preparations
Remove:
- the cable from the battery negative terminal. First read Note when disconnecting and connecting the battery lead
- the inlet hose between the Air Cleaner (ACL) and Throttle Body (TB). Place it to one side.
Remove:
- the brake servo vacuum hose from the terminal in the Throttle Body (TB). Disconnect the hose by pressing the plastic ring down. At the
same time pull the hose upwards. Move the hose to one side
- the fuel line and wiring from the clips at the rear edge of the cylinder head.
Remove:
- the screws for the cable duct

- the rear cover for the camshaft
- the Camshaft Position (CMP) sensor housing
- the trigger wheel
- the right-hand engine splash guard

- the auxiliaries belt.
Removing the timing covers

Remove:
- the upper timing cover

- the front timing cover.
Installing the lifting beam and lifting hook
Remove the nut for the engine mounting.

Remove the metal bracket for the servo hose from the rotation protection for the auxiliaries belt.
Position lifting beam 999 5006 slightly in front of the front lifting eyelet for the engine. Use lift arm 999 5383 and lifting hook 999 5460 to lift
the front edge of the engine a few mm until the engine mounting screw can be taken out.
Removing the right-hand engine mounting

Remove:
- the screws for the servo holder

- the engine mounting screws
- the engine mounting.
Position the engine according to the marking
Remove the right front wheel.

Position the upper timing cover.
Turn the crankshaft until the markings on the crankshaft and camshaft pulley correspond. Turn the crankshaft a further 1/4 turn clockwise and
then back again until the markings correspond. The markings are illustrated. Remove the upper timing cover.
Removing the timing belt
Slacken off the center screw for the belt tensioner slightly.
Hold the center screw still and turn the tensioner eccentric clockwise to the "10 o'clock" position using a 6 mm Allen key.
Remove the timing belt from the camshaft pulleys.
Removing the timing gear pulley
Timing gear pulleys with variable valve timing unit

- Install camshaft adjustment tool 999 5452 at the rear of the camshafts.
Timing gear pulleys with variable valve timing units:

- Remove the plug at the front edge of the variable valve timing unit (TORX 55)
- Remove the center screw from the WT unit (TORX 55).
Carefully pull out the timing gear pulley with the Variable Valve Timing (VVT) unit. A small amount of oil may run out. Place paper
underneath.
Timing gear pulleys without variable valve timing units:
- Remove the screws for the timing gear pulley. Use counterhold 999 5199
- Remove the timing gear pulley
- Remove tool 999 5452
- Remove the screw holding the inner timing cover to the cylinder head.
Replacing the camshaft seal
Carefully press in tool 999 5651 between the sealing ring and the camshaft.
Carefully pry out the seal.
Oil the new seal.
Install the new seal for the camshaft with variable valve timing. Use drift 999 S718.
Install the new seal for the camshaft without variable valve timing. Use drift 999 S719.
Install the screw holding the inner timing cover to the cylinder head
Secure the crankshaft position

Install the adjustment tool.
Remove:
- the front air baffle
- the support between the cylinder block and the intake manifold
- the mounting screws for the starter motor
- the lower timing cover.
Place the starter motor to one side.
Remove the blind cover plug and the blind cover washer
Turn the crankshaft clockwise slightly to avoid the adjustment tool being in the wrong position.
Install adjustment tool 999 5451. Ensure that the adjustment tool bottoms out against the cylinder block.
Turn the crankshaft back counter-clockwise until it stops against the drift.
Check that the marking on the crankshaft timing gear pulley corresponds with the marking on the oil pump.
Installing the camshaft timing gear pulley

Timing gear pulleys without Variable Valve Timing (VVT)

- install the upper timing cover
- install the timing gear pulley without variable valve timing on the camshaft. Use the two screws positioned so that the markings on the timing
gear pulleys and upper timing cover correspond. Do not tighten.
Timing gear pulleys with Variable Valve Timing (VVT):

- Install the timing gear pulley using the center screw on the camshaft. Ensure that the markings on the timing gear pulleys/upper timing cover
correspond.
Do not tighten.
Installing the timing belt

Install the timing belt on the timing gear pulleys.
Note! Adjust so that the screws in the timing gear pulley without variable valve timing do not reach the limit position in the oval holes.
Note! This adjustment is to be made with a cold engine. Suitable temperature is approximately 20°C/67°F. At higher temperatures (with the
engine at operating temperature or a high outside temperature for example) the indicator is further to the right.
The illustration shows the position of the indicator at different engine temperatures.
- Carefully turn the crankshaft clockwise until the timing belt is tensioned. The belt must be tensioned between the intake camshaft pulley, the
idler pulley and the crankshaft
- Hold the belt tensioner center screw secure. Turn the belt tensioner eccentric counter-clockwise until the tensioner indicator passes the
marked position. Then turn the eccentric back so that the indicator reaches the marked position in the center of the window
- Hold the eccentric securely. Tighten the center screw.
Tighten to 20 Nm
Tightening the timing gear pulley

Tighten the center screw on the timing belt tensioner with variable valve timing. Tighten to 90 Nm.
Install the plug. Tighten to 35 Nm.
Install the third screw on the camshaft without variable valve timing. Tighten to 20 Nm.
Remove the adjustment tools.
Check
- Press the belt to check that the indicator on the tensioner moves easily
- Install the upper timing cover
- Turn the crankshaft two turns. Check that the markings on the crankshaft and camshaft pulley correspond.
Note! Check that the indicator on the belt tensioner is within the marked area.
- Remove the upper timing cover.
Installing timing covers

Install:
- the lower timing cover

- the front timing cover. Tighten to 12 Nm
Installing the right engine mounting
Screw the engine mounting onto the engine. Tighten to 67 Nm.

Install the engine mounting screw and nut in the bodywork bracket. Tighten by hand.
Finishing
Remove the lifting beam and lifting hook.

Tighten the engine mounting nut. Tighten to 98 Nm.
Install:
- the power steering reservoir
- the metal bracket for the power steering hose on the rotation protection for the auxiliaries belt
- the auxiliaries belt
- the rear camshaft cover
- the trigger wheel. Tighten to 17 Nm
- the Camshaft Position (CMP) sensor housing. Tighten to 5 Nm
- the cable duct
- the brake servo vacuum hose
- the hose between the intake manifold and Air Cleaner (ACL) housing
- the blind cover plug
- the mounting screws for the starter motor
- the support between the cylinder block and the intake manifold
- the cable from the battery negative terminal. First read Note when disconnecting and connecting the battery lead.
Checking work
Function test:
- Test drive the car.
Cylinder Head Assembly: Service and Repair

Special Tools:
999 5454
951 2666
999 5670
999 5451
951 2050
951 2767
999 5452
999 5718
999 5719
Note! As the illustrations in this service information are used for different model years and/or models, some variation may occur. However, the
Preparation
Disconnect the battery negative lead. First read Note when disconnecting and connecting the battery lead.
Draining the coolant
- Remove the front air baffle

- Open the nipple on the engine
- Drain the coolant into a container
- Close the nipple
- Remove the screw that holds the inlet pipe for the coolant pump to the cylinder block.
Separating the exhaust system

Remove the nuts where the Three-Way Catalytic Converter (TWC) and the front exhaust pipe divide.
Unhook the exhaust system and allow it to hang.
Removing the manifold and turbocharger (TC)

Remove the manifold according to Replacing exhaust manifold, refer to Exhaust System.
Removing the starter motor

Remove:
- the lower hose for the Charge Air Cooler (CAC)
- the support bracket for the intake manifold
- the connector for the oil pressure switch
- the plastic charge air pipe from the Turbocharger (TC)
- the screws for the starter motor
- unhook the starter motor and allow it to hang.
Draining the fuel line

Drain the fuel line according to Draining fuel injection system, refer to Powertrain Management, Fuel Delivery and Air Induction.
Removing the fuel line

Disconnect the quick-release connector between the fuel line and the fuel rail.
Use tool 951 2666.
Removing components
Remove:
- the cover over the injector

- the cover over the Throttle Body (TB)
- the cover over the ignition coils
- the front timing cover
- the throttle cable from the bracket for the Throttle Body (TB).
Remove:
- the vacuum hose for the brake servo. Pull the hose while pressing the plastic ring down
- the Turbocharger (TC) control valve from the Air Cleaner (ACL) housing
- the connector for the Mass Air Flow Engine (MAP) sensor
- the EVAP hose connection to the mass air flow Engine (MAP) sensor hose
- the upper section of the Air Cleaner (ACL) housing and hose
- the pipe screw for the water-heated crankcase ventilation
Exposing the cable harness

Remove:
- the screw from the ignition coil ground

- the camshaft position (CMP) sensor.
Remove:
- the variable valve timing valve connector
- the ignition coil connectors.
Place the cable harness to one side.
Unscrew the cable duct from the rear edge of the cylinder head and the Throttle Body (TB) bracket. Release the rear edge of the cylinder
head from the cables and hoses.
Remove:
- the connector for the engine coolant temperature sensor
- the injector connectors.
Place the cable duct and cable harness to one side.
Mark up and remove the ignition coils and ignition cables.
Remove:
- the trigger wheel.
Removing the intake manifold

Remove:
- the upper radiator hose together with the cover for the thermostat housing
- the screw holding the dip stick pipe to the intake manifold
- the connectors from the assisted air control valve and the Throttle Position (TP) sensor
- the hose for the crankcase ventilation from the camshaft cover
- the vacuum hoses from the intake manifold, mark up the position
- the bracket between the servo pump and intake manifold
- the screws holding the intake manifold to the cylinder head
- the intake manifold.

Install the lifting beam and the lifting hook according to Replace the engine mountings, refer to Drive Belts, Mounts, Brackets and Accessories.

Remove the right engine mounting according to Replace the engine mounting, refer to Drive Belts, Mounts, Brackets and Accessories.

See Replacing the timing belt, refer to Timing Components.

Remove the timing belt according to Replacing the timing belt, refer to Timing Components.

Remove the timing gear pulley according to Replacing the camshaft seals/variable valve timing unit, refer to Camshaft, Lifters and Push Rods.
Releasing the intake pipe for the coolant pump

Remove the two screws at the coolant pipe connection to the bypass channel.
Carefully turn the pipe to remove it from the cylinder block.
Removing the camshaft cover and cylinder head

Remove:
- the variable valve timing valve

- the spark plugs from cylinders 1 and 4.
Install 2 tools 999 5454. Leave a 2-3 mm gap to the camshaft cover. Ensure that the screw in the spark plug well is fully tightened.
Remove all the screws securing the camshaft cover to the cylinder head.
Use pliers 999 5670 to lift the cover from the cylinder head. Install the pliers at the stop lugs. Start at the cylinder and work alternately
backward.
Slacken off the wing nuts a few turns. Repeat the procedure.
Carefully press out the front and rear camshaft seals.
Caution Do not damage the sealing surfaces on the camshafts.
Remove:
- tools 999 5454
- the camshaft cover
- the camshafts.
Lift out the valve lifters. Use suction pads. Do not use magnets!
Caution Mark up and position the lifters so that their original positions can be established.
Remove the screws holding the cylinder head on the cylinder block. Start at the sides and work alternately towards the center.
Get help to lift off the cylinder head.
Caution Do not damage the mating surfaces.
When replacing or working on the cylinder head

Remove:
- the thermostat housing

- the heat deflector plate above the manifold
- the manifold and gaskets.
Cleaning the gasket face

Clean the gasket faces for:

- the coolant bypass channel
- the intake manifold
- the cylinder block
- camshaft cover.
When replacing or machining the cylinder head, clean the gasket faces for:
- the manifold. Check that the studs are tightened
- thermostat housing.
Blow the oil ducts clean.
Caution Do not use a metal scraper. Use a soft putty knife and gasket solvent 1161340-3 if necessary. The surfaces must be completely clean in
order to form a complete seal.
Warning Use a fume hood or extractor when using gasket solvent.
Installing the cylinder head
Note! For tightening torques not in the text, see Specifications
Aligning the crankshaft
Remove the blind cover plug.

Turn the crankshaft clockwise slightly to avoid the camshaft adjustment tool being in the wrong position.
Install crankshaft adjustment tool 999 5451. Ensure that the camshaft adjustment tool bottoms out against the cylinder block.
Turn the crankshaft back counter-clockwise until it stops against the drift.
Check that the marking on the crankshaft timing gear pulley corresponds with the marking on the oil pump.
When replacing or working on the cylinder head

Install:
- the thermostat housing. Use a new gasket
- the manifold. Use new gaskets. Lubricate the studs with paste 116 1408
- the heat deflector plate above the manifold.

Install a new cylinder head gasket.
Install the cylinder head.
Ensure that no wiring or hoses are trapped between the cylinder head and cylinder block.
Use new screws. Lubricate and install all the screws.

Tighten the screws as illustrated.
Tighten the screws in the following order:
- Tighten to 20 Nm
- Tighten to 60 Nm
- Angle-tighten 130°. Use protractor 951 2050.
Installing the valve lifters and camshafts
Note! When installing a new cylinder head, the valve clearance must be set according to valve clearance, setting/adjusting.
Lubricate the valve guide wells.

Install all the valve lifters.
Note! Make sure that the lifters are in the same position as before.
Lubricate the camshaft bearing seats.

Install the intake camshaft. Ensure that the groove at the rear edge of the camshaft is above an imaginary center line.
Position the exhaust camshaft. Ensure that the groove at the rear edge of the camshaft is below an imaginary center line.
Applying liquid gasket.

Wipe the oil film off the mating surfaces on the camshaft cover and cylinder head.
Install new O-rings around the spark plug wells on the cylinder head.
Apply liquid gasket 116 1O59 to the camshaft cover.
Use roller 951 2767.
The surface must be completely covered without any excess.
Caution Ensure that no liquid gasket gets into the coolant or oil ducts. Only a thin layer of liquid basket is required.
Installing the camshaft cover
Lubricate the camshaft lobes, the camshaft bearing surfaces and the top of the valve lifters.
Install the camshaft cover.
Install 2 press tools 999 5454.
Tighten the camshaft cover screws alternately, keeping it parallel to the cylinder head with the press tools.
Install the intake manifold and lifting eyes, tighten screws from the middle and outwards.
Remove the press tools.
Install:
- the Variable Valve Timing (VVT) solenoid with a new gasket
- the spark plugs. Tighten to 30 Nm.
Installing the intake pipe for the coolant pump

Install the inlet pipe for the coolant pump on the cylinder head. Use a new gasket.
Note! Apply thread sealant 116 156 to the screw threads.
Install camshaft adjustment tool 999 5452 at the rear of the camshafts. Check that the screws securing the adjustment tool to the camshafts and
the screws holding the tool together are well tightened.
Installing the front camshaft seal
Lubricate the surfaces of the seal that the camshaft rotates against.
Install the new seal for the camshaft with variable valve timing. Use drift 999 5718.
Install the new seal for the camshaft without variable valve timing. Use drift 999 5719.
Install the screw holding the inner timing cover to the cylinder head.

Install the camshaft timing gear pulley according to Replacing the camshaft seals/variable valve timing unit.

Install the timing belt according to Replacing the camshaft seals/variable valve timing unit.

See Replacing the camshaft seals/variable valve timing unit, refer to Camshaft, Lifters and Push Rods, Camshaft Oil Seal.
Check
- Position the upper timing cover.
Screw the engine mounting onto the engine. Tighten to 67 Nm.

Finishing

Tighten the engine mounting nut. Tighten to 98 Nm.
Install:
- the trigger wheel. Tighten to 17 Nm
- the Camshaft Position (CMP) sensor housing. Tighten to 5 Nm
- the cable duct.
Installing the intake manifold

Remove:
- the intake manifold. Use a new gasket. Tighten to 17 Nm

- the vacuum hoses from the intake manifold according to the markings
- the hose for the crankcase ventilation from the camshaft cover
- the connectors from the assisted air control valve and the Throttle Position (TP) sensor
- the dipstick pipe
- the upper radiator hose together with the thermostat housing cover.
Installing components
Install:
- the ignition coils and ignition cables according to earlier markings

- the connectors on the variable valve timing valve and ignition coils
- the ground lead for the ignition coils the Camshaft Position (CMP) sensor.
- Place the cable duct and cable harness in position.
Install:
- the screws for the cable duct on the rear edge of the cylinder head and Throttle Body (TB) bracket
- the bracket between the intake manifold and the power steering pump
- the connectors for the injectors
- the air preheating hose between the Air Cleaner (ACL) and
- the heat deflector plate for the exhaust manifold the auxiliaries belt
- the pipe screw for the water-heated crankcase ventilation the upper section of the Air Cleaner (ACL) housing and hose
- the EVAP hose connection to the Mass Air Flow Engine (MAP) sensor hose
- the connector for the Mass Air Flow Engine (MAP) sensor
- the Turbocharger (TC) control valve on the Air Cleaner (ACL) housing
- the brake servo vacuum hose
- the throttle cable
- the inlet hose between the Mass Air Flow Engine (MAP) sensor and Throttle Body (TB)
- the front timing cover
- the cover over the injectors.
Installing the fuel line
Press the fuel line into the quick-release connector on the fuel rail.
Installing the exhaust manifold

Install the manifold and Turbocharger (TC) according to Replace exhaust manifold.
Assembling the exhaust system
Install a new gasket where the front exhaust system and Three-Way Catalytic converter (TWC) separate.
Lift up and align the front exhaust system against the manifold.
Install a new gasket and new nuts. Tighten.
Installing the starter motor

Install:
- the blind cover plug
- the starter motor
- the plastic charge air pipe for the Turbocharger (TC)
- the lower hose for the Charge Air Cooler (CAC)
- the right front wheel according to front brake pads replacement, refer to Brakes and traction Control.
- the cable to the battery negative terminal. First read Note when disconnecting and connecting the battery lead.
Checking work
Change the oil. Replace the oil filter. Top up the coolant.
Check:
- the engine oil level
- the coolant level.
Warm up the engine until the thermostat opens.
Check the engine for leaks.
Top up the coolant if necessary.
Valve Clearance: Testing and Inspection

Special Tools
999 5752
999 5753
Preparation
Remove:
- the cover over the intake camshaft

- the cover over the ignition coils.
Remove:
- the ignition coils without removing the connectors.
Note! Mark up before removal!
- the two ground connections

- the connector for the variable valve timing solenoid
- the right front wheel.
Set the engine to the test position

Install tool 999 5753 at the rear of the intake camshaft.

Turn the crankshaft in the direction of engine rotation (clockwise) until the marking on the tool (IN1/EX3) is opposite the thin flange running
straight over the entire top of the cylinder head.
Remove all plugs from the test holes.
Note! If the crankshaft is turned too far, it is essential that it is turned back at least a quarter of a turn so that it can then be turned clockwise to
the correct position.
Check the valve clearance
Check the valve clearance with feeler gauge 999 5752 at the intake valves for cylinder 1 and the exhaust valves for cylinder 3.
Insert the feeler gauge through the inspection holes. Bend the feeler gauge with light finger pressure so that it follows the top of the valve lifter.
The correct measurement will not be obtained until the feeler gauge has gone in approximately 15 mm.
Reference values
Note! Carry out this check with the engine at room temperature.
Make a note of the valve clearance on a form.
Next test measurement

Turn the crankshaft in the direction of engine rotation until the next marking In2/Ex1 is opposite the flange on top of the cylinder head. Perform
the test measurement according to the previous description.
Continue by measuring the remaining valve clearances according to the markings on tool 999 5753.
Finishing
Note! For tightening torques not in the text, refer to Specifications.
Install:
- the plugs for the test holes. Tighten to 20 Nm
- the ignition coils according to the earlier markings
- the ground connections
- the connector for the variable valve timing solenoid.
Remove tool 999 5753.
Install:
- a new cover over the intake camshaft

- the right front wheel according to Front brake pads replacement.
Valve Clearance: Adjustments

Special Tools
999 5006
999 5383
999 5460
999 5452
999 5199
999 5452
999 5454
999 5670
999 5765
999 5752
999 5451
951 2767
999 5454
999 5719
999 5718
Preparation
Remove:
- the cable from the battery negative terminal. First read Note when disconnecting and connecting the battery lead.
Removing the starter motor

Remove:
- the screws for the starter motor
- unhook the starter motor and allow it to hang.
Removing components
Remove:
- the cover over the injector

- front timing cover
Exposing the cable harness

Remove:
- the screw from the ignition coil ground

Remove:
- the variable valve timing valve connector
- the ignition coil connectors.
Place the cable harness to one side.
Unscrew the cable duct from the rear edge of the cylinder head and the Throttle Body (TB) bracket.
Remove:
- the injector connectors.
Place the cable duct and cable harness to one side.
Mark up and remove the ignition coils and ignition cables.
Remove:
- the trigger wheel
- the hose for the crankcase ventilation from the camshaft cover.

Install the lifting beam and the lifting hook according to Replacing the timing belt, refer to Timing Components, Timing Belt.

Remove the right engine mounting according to Replace the engine mountings, refer to Drive Belts, Mounts, Brackets and Accessories, Engine
Mount.

See Replacing the timing belt, Refer to Timing Components, Timing Belt.

Remove the timing belt according to Replacing the timing belt, Refer to Timing Components, Timing Belt.

Remove the timing gear pulley according to Removing the camshaft seals/variable valve timing unit, refer to Camshaft, Lifters and Pushrods,
Camshaft Oil Seal.
Removing the camshaft cover and cylinder head

Remove the camshaft cover and cylinder head, see Replacing the cylinder head and gasket, refer to Service and Repair.
Cleaning
Use a razor blade or a gasket scraper and gasket solvent P/N 1161 440 on the camshaft cover.
Warning Use a fume hood or extractor when using gasket solvent. Use only a gasket scraper or razor blade on the cylinder head.
Note! Take great care around the oil ducts for the variable valve timing solenoid. This applies to both the camshaft cover and the cylinder head.
The solenoid is extremely sensitive to contaminants.
Dry and blow all surfaces clean.
Preparations
Carefully tap the end of the valve stem to ensure that the valve is correctly located in the seat. Use a plastic aluminum or brass drift to protect the
valve and the surface of the valve lifter.
The sound made by tapping reveals if the valve is correctly seated.
Installing the valve lifters and camshaft
Install both the valve lifters for the inlet valves at cylinder 1.
Check the notes made earlier. Select new valve lifters if necessary.
Note! Only install two valve lifters. The valve lifters must be placed at the same cylinder.
The valve clearance on a cold engine (approximately 20°C/68°F) must be:

Reference Values
Note! The tolerances are less at setting! When checking the valve clearance through the plug hole the tolerances are larger.
Install the intake camshaft. Ensure that the lobes at cylinder 1 point upwards.
Apply a little oil to the cam lobe and the upper side of the valve lifter to facilitate measurement later.
Installing the camshaft press
Install the lower section of camshaft press 999_765 at the intake valves for cylinder 1.
Tighten the tool against the cylinder head.
Tighten to 17 Nm.
Turn the camshaft until it stops against the camshaft press.
Install the upper section of the camshaft press.

Tighten the screw which tensions the camshaft.
Tighten to 12 Nm.
Measuring the valve clearance
Note! Measurement must be carried out on a cold engine. A suitable temperature is approximately 20°C/68°F.
Use feeler gauge 999 5752.

Press with a finger so that the feeler gauge lies parallel to the upper side of the tappet (see illustration).
Move the feeler gauge sideways when taking the reading in order to obtain as accurate a measurement as possible.
The valve clearance on a cold engine (approximately 20°C/68°F) must be:
Reference values
Note! The tolerances are less at setting! When checking the valve clearance through the plug hole the tolerances are larger.
Differences in valve clearance for different engines/ambient temperatures:

- -0.01 mm at 15°C
- +0.01 mm at 25°C
- +0.02 mm at 30°C
- +0.03 mm at 35°C
- +0.04 mm at 45°C.
Correcting the measured clearance

Lift out the upper section of the press tool.
Lift out the camshaft.
Adjust the play by replacing the valve lifters.
Other valve lifters are available as replacement part/replacement part kits.
Reinstall the camshaft and the upper section of the press tool.
Tighten to 12 Nm.
Take a new measurement according to Checking valve clearance, refer to Testing and Inspection, Procedures.
When the correct valve clearance is reached

Remove:
- press tool 999 5765

- the camshaft
- the valve lifters.
Carefully mark the valve lifters so that exact reinstallation can be carried out, for example:
- Intake side: I1, I2, I3 through I8
- Exhaust side: Al, A2, A3 through A8.
Repeat the procedure for measuring the valve clearance for all cylinders on both the intake and exhaust sides. See Checking valve clearance,
refer to Testing and Inspection, Procedures.
Note! For tightening torques not in the text, refer to Specifications, Mechanical.
Installing the valve lifters and camshafts

Lubricate the valve guide wells.
Install all the valve lifters.
Note! Make sure that the lifters are in the same position as before.
Lubricate the camshaft bearing seats.

Install the intake camshaft. Ensure that the groove at the rear edge of the camshaft is above an imaginary center line.
Position the exhaust camshaft. Ensure that the groove at the rear edge of the camshaft is below an imaginary center line.
Applying liquid gasket

Wipe the oil film off the mating surfaces on the camshaft cover and cylinder head.
Install new O-rings around the spark plug wells on the cylinder head.
Apply liquid gasket 116 1059, or equivalent, to the camshaft cover.

Use roller 9S1 2767.
The surface must be completely covered without any excess.
Note! Ensure that no liquid gasket gets into the coolant or oil ducts. Only a thin layer of liquid gasket is required.
Installing the camshaft cover
To install the camshaft adjustment tool, see Replacing cylinder head and gasket, refer to Service and Repair.
Install camshaft adjustment tool 999 5452 at the rear of the camshafts.
Check that the screws securing the adjustment tool to the camshafts and the screws holding the tool together are well tightened.
Installing the front camshaft seal

To install the front camshaft seal, see Replacing the cylinder head and gasket, refer to Service and Repair.
Aligning the crankshaft

To align the crankshaft see Replacing the cylinder head and gasket.

Install the camshaft timing gear pulley according to Replacing the camshaft seals/variable valve timing unit, refer to Camshaft, Lifters and
Pushrods, Camshaft Oil Seal.

Install the timing belt according to Replacing the camshaft seals/variable valve timing unit, refer to Camshaft, Lifters and Pushrods, Camshaft Oil
Seal.

See Replacing the camshaft seals/variable valve timing unit, refer to Camshaft, Lifters and Pushrods, Camshaft Oil Seal.
Check
- Position the upper timing cover.

Screw the engine mounting onto the engine.

Tighten to 67 Nm.
Finishing
Tighten the engine mounting nut.
Tighten to 98 Nm.
Install:
- the trigger wheel.
Tighten to 17 Nm
- the Camshaft Position (CMP) sensor housing.
Tighten to 5 Nm
- the hose for the crankcase ventilation on the camshaft cover.
Install:
- the ignition coils and ignition cables according to earlier markings

- the connectors on the variable valve timing valve and ignition coils
- the ground lead for the ignition coils
Place the cable duct and cable harness in position.
Install:
- the screws for the cable duct on the rear edge of the cylinder head and Throttle Body (TB) bracket
- the connectors for the injectors
- front timing cover
- the cover over the injectors.
Installing the starter motor

Install the starter motor.
Finishing
Check:
- the engine oil level
- the coolant level.
Warm up the engine until the thermostat opens.
Check the engine for leaks.
Top up the coolant if necessary.
Fuel Pressure Release: Service and Repair

Special Tools
981 2270
981 2273
981 2282
999 5480
999 5484
Removing the covers
- Turbocharged engines: remove the Throttle Body (TB) cover.

- The fuel rail cover.
- The protective cap for the nipple.
Draining the fuel injection system
Note! Ensure that ventilation is good.
Connect tool 999 5484 hose / nipple to liquid extractor 981 2270, 981 2273 and 981 2282. Start the drain pump.
- Connect the adapter to the valve on the fuel rail in restricted position (illustration 1: valve closed).
- Un-Secure the adapter (illustration 2: valve open).
Install special tool 999 5480

Raise the car.
Remove:
- The protection on the left fuel filter.
- The cap over the nipple.
Connect tool 999 5480 to the valve upstream of the fuel filter.
It takes approximately 2 minutes to drain the system.
Removing the special tools
Remove the tool: 999 5480. Install the protective caps.

Reinstall the splash guard.
Lower the car.
Remove tool 999 5484. Install the protective caps.
Check for leaks.
Note! Do not forget to replace the protective caps on the nipples.
Install the cover over the fuel rail.

Turbocharged engines: Install the Throttle Body (TB) cover.
Drive Belt: Service and Repair

Replacing the Auxiliaries Belt
Remove auxiliaries belt

- Remove the right engine compartment cover and the cover above the right headlight unit
- Release the auxiliaries belt by turning the pulley screw clockwise
- Remove the auxiliaries belt
- Release the belt tensioner (counterclockwise).
Install auxiliaries belt

- Install the right engine compartment cover and headlight unit cover.
Engine Mount: Service and Repair

Special Tools
999 5006
999 5383
999 5460
Prerequisites
- Remove the right engine bay cover
- Remove the two bolts and move the AC hose support to one side.
Replace engine mounting bolster at distributor side
Remove the engine bolster nut.

Position the lifting beam 999 5006 and the support 999 5383 over the engine and locate the lifting lug 999 5460 at the front lifting eye.
Lift the engine up until the engine bolster bolt can be removed.
Remove the three bolts and remove the support (pushing power steering hose to one side).
Install the support on the engine and tighten the bolts.
Torque setting 76 Nm.
Install the engine bolster. Finger-tighten.
Remove the lifting beam.
Tighten the bolster nut. Torque setting 98 Nm.
Install the hose support. Torque setting 10 Nm.
Install the engine cover.
Install the right engine bay cover.
Replacing engine mounting bolster at transmission side
Remove the complete Air Cleaner (ACL), see Replace the Air Cleaner (ACL), refer to Powertrain Management.
Remove the engine bolster nut.
Lift the engine/transmission up until the engine bolster bolt can be removed.
When lifting the engine/transmission, use a block of wood to protect the transmission.
Remove the cable harness clip from the wire end.
Remove the three nuts and remove the mounting bolster.
Install the mounting bolster and place the 2 rubber protecting flaps in the correct position.
Install the 3 nuts. Torque setting 45 Nm.
Install the bolt and the nut in the bolster. Finger-tighten.
Remove the lifting beam.
Tighten the bolster nut. Torque setting 98 Nm.

Install the complete Air Cleaner (ACL), see Replacing the Air Cleaner (ACL), refer to Powertrain Management.
Install the inlet air-preheater hose.
Replace front engine mounting bolster
Remove the nut and the bolt from the engine mounting bolster.
Remove the two mounting bolts and remove the mounting bolster.
Install the new engine mounting bolster (Position the hole towards the front of the car).
Tighten the:
- Two bolts (A) on the longitudinal member to 35 Nm.
- Central bolt (B) in the bolster to 55 Nm.
Replace rear engine mounting bolster
Remove the splash guards from the underside.

Remove the drive shaft heat-shield.
Remove the two bolts (A) from the mounting on the body side.
Remove the bolt (B) of the mounting and pull the engine mounting down slightly.
Remove the two mounting bolts (C) and remove the mounting.
Install the mounting with the two bolts (C).
Position the hole (D) towards the rear of the car. Torque setting 35 Nm.
Replace the bolt (B). Finger-tighten.
Install the two bolts (A). Torque setting 69 Nm.
Note! Position the rubbers in the correct position (see illustration). (The rear and the front of the center member must be in similar positions).
Loosen the front mounting-bolster bolt (B). First tighten the rear mounting bolster bolt (torque setting 55 Nm), then tighten the front mounting
bolt again (torque setting 55 Nm).
Install the heat shield and the splash guard.
Idler Pulley: Service and Repair

Removing the drive belt
Use a 15 mm socket wrench on the belt tensioner and slacken off the belt.
Remove the belt.
Replacing the belt tensioner idler pulley
Remove the bolt and the tensioner idler pulley.

Install the new tensioner idler pulley.
- Tighten the bolt to 20 Nm.
Check the poly V-belt carefully. Replace the belt if necessary.
Replacing the belt tensioner
Remove the tensioner idler pulley.

Remove the center bolt at the rear. Remove the belt tensioner.
Install the new belt tensioner with the cut-out over the cam.
Install the central bolt. Tighten to 20 Nm.
Install the tensioner idler pulley.
Installing the drive belt

Route the belt around the crankshaft, then around the Air Conditioning (A/C) compressor, guide pulley, Generator (GEN) and power steering
pump.
Lift the belt tensioner up. Position the belt on the tensioner the dotted line shows the routing of the belt in cars without Air Conditioning (A/C)
Check the function
Engine Lubrication: Testing and Inspection

Special Tools
999 5270
999 5271
999 5272
999 5273
Note! When checking the oil pressure, the engine should be at a temperature which corresponds to 15 minutes normal driving (100°C). Replace
the oil and filter if the engine oil grade, type or condition cannot be determined.
Checking the engine oil pressure sensor

Raise the car.
Remove the engine cover.
Check:
- The oil pressure sensor cable and connectors
- Check for an open-circuit in the cable between the oil pressure sensor and the indicator lamp.
- Type and remedy; try a new pressure sensor.
Note! Use a new seal between the oil pressure sensor and the cylinder block.
Checking oil pressure
Use oil pressure gauge kit 999 5270.

Adapter 999 5273, hose 999 5272 and gauge 999 5271.
Connect these items to the hole on the cylinder block for the oil pressure sensor.
Oil Pressure At RPM

Start the engine. Read off the oil pressure at different engine speeds (RPM).
Note! The relief valve begins to open at 0.5 MPa.
Remove the tools.

Use a new gasket when installing the oil pressure sensor.
Tighten to 25 Nm.
Engine Oil: Service and Repair

Replacing the Oil and Oil Filter
Special Tools
999 5679
Warning Avoid long term skin contact with oil.

- Extended and repeated contact with oil can cause skin to dry out. This can result in itchiness, dry skin, eczema and other skin
complaints
- Used oil is more dangerous than new oil
- Used oil may contain contaminants that are a health risk
- Avoid skin contact, especially with engine oil
- Use protective gloves if necessary
- Avoid oil soaked clothing and rags
- Wash thoroughly after skin contact with oil, especially before meals
- Use a skin cream to prevent the skin drying.
Checking engine oil

Position the car on a flat surface. Wipe the dipstick before this check.
The distance between MAX and MIN on the dipstick corresponds to approximately 1.9 liters.
Engine at operating temperature: Wait at least three minutes after turning off the engine so that the oil can run back to the oil pan.
If the level is at the MIN marking, top up with a maximum of 1 liter.
Cold engine: The most accurate measurement is obtained by checking the oil when the engine is cold before it is started.
If the level is at the MIN marking, top up with 1.9 liters.
Draining engine oil

- Remove the drain plug
- Replace the copper washer
- Install the drain plug. Tighten the drain plug. Tighten to 35 Nm.
Removing the oil filter
Remove the rear engine splash guard.

Use oil filter wrench 999 5679.
Wipe up any spilled oil (used kitchen paper for example).
Remove the oil filter from the housing.
Clean the housing and the engine.
Installing the oil filter

Install the filter in the housing.

Install the housing on the sump. Use oil filter wrench 999 5679.
Tighten to 25 Nm.
Install the engine splash guard.
Filling with oil

See the Specifications for the correct oil volume.
Start the engine. Check for leaks.
Oil pressure: Inspecting and replacing the oil pressure sensor

Special tools: 999 5270, 5271, 5272, 5273
Note! When checking the oil pressure, the engine should be at a temperature which corresponds to 15 minutes normal driving (100°C).
Replace the oil and filter if the engine oil grade, type or condition cannot be determined.

Checking Engine Oil Level
CHECKING THE OIL LEVEL:
The oil level should be checked every time the car is refuelled. This is especially important during the period up to the first service.
CAUTION: Not checking the oil level regularly can result in serious engine damage if the oil level becomes too low.
Park the car on a level surface and wait for at least 3 minutes after the engine has been switched off. Be sure the oil level is maintained between the
upper and lower marks on the dipstick. If oil is added, it should reach the MAX mark on the dipstick. Low oil level can cause internal damage to
the engine and overfilling can result in high oil consumption. The distance between the dipstick marks represents approx. 2 US qts (1.9 liters). The
oil should preferably be checked when cold, before the engine has been started.
NOTE: The engine must be stopped when checking the oil. Do not fill to the max when the engine is hot.
WARNING! Oil spilled on a hot exhaust pipe constitutes a fire risk.


Changing Engine Oil
Image Legend:
A - Oil filler cap
B - Oil filter
C - Oil dipstick
D - Drain plug
DRAINING THE OIL:
Drain the oil after driving while the oil is still warm.
WARNING! The oil may be very hot.
If you change the engine oil and filter yourself, your Volvo retailer can assist you in disposing of the used oil. Engine oil can be harmful to your
skin - gloves should be worn when performing this work.
TO ADD OR CHANGE OIL
Add oil of the same kind as already used.

Capacity (including filter): 5.7 US qts (5.4 liters).
Capacity (excluding filter): 5.3 US qts (5.0 liters).
The oil filter should he replaced at every oil change.

Oil Cooler: Service and Repair

Special Tools
115 8957
Draining engine oil

- See Replacing the oil and oil filter, refer to Oil, Service and Repair.
Removing the heat exchanger
- Install pliers 115 8957 on both the water hoses

- Release the clamps. Remove the water hoses from the heat exchanger
- Remove the four screws. Remove the heat exchanger
- Collect up any spilled oil and water.
Installing the heat exchanger
- Clean the mating surfaces

- Install a new O-ring
- Install the heat exchanger. Tighten the screws
- Install both the water hoses. Tighten the clamps
- Remove the pliers from the water hoses.
Filling with oil and coolant

- Top up the engine oil
- Check the engine coolant level. Top up if required
- Check for leaks.
Oil Pump: Service and Repair

Special Tools
999 5433
999 5455
951 2834
If you suspect the oil pressure is low or the oil pump is defective, test the oil pressure, see Oil Pressure: Inspecting And Replacing The Oil Pressure
Sensor, refer to Engine Lubrication, Testing and Inspection.
Remove camshaft belt

See replacing toothed (timing) belt, refer to Timing Components, Timing Belt.
Remove vibration damper
Remove the engine splash guard.

Remove the vibration damper using the counterhold 999 5433.
Remove distributor wheel from the crankshaft
Use the universal extractor and two of the vibration damper bolts.
Insert the two bolts in the pulley by hand as far as they will go.
Install the extractor so that the claws grip the bolts (not the wheel in front of the toothed belt).
Note! Check that the claws of the extractor do not damage the teeth of the wheel.
If replacing the front retaining ring only

Use a screwdriver to remove the old retaining ring.

Clean the mating surface.
Install a new retaining ring, using die 999 5455; grease the retaining ring.
Push-in the retaining ring using the center nut on the crankshaft.
Remove oil pump
Undo the four bolts from the oil pump.

Carefully twist the oil pump loose. Use a screwdriver on the twist cams to free the oil pump.
Clean the gasket surface and contact surfaces.
Dismantling oil pump
Make sure that the oil pump does not spring apart.
Remove the two Allen head screws and the gasket.
Clean and check all parts
Check for damage and wear and tear. Make a special check of the half-moon shaped section (the surface between the inlet and outlet sides).
If there is a fault, replace the complete pump.
There are loose components for the oil pressure governor.
Spring Tension (Part 1 Of 2)
Spring Tension (Part 2 Of 2)
Checking oil pressure governor spring

The governor starts opening at 0.50 MPa.
Insert pump rotor in casing and check play/clearance

Install the small pump rotor.
Check the play/clearance. If the play/clearance is excessive, replace the complete oil pump.
Caution If the measured play between the outer rotor and pump housing is greater than 0.35 mm and the oil pressure at 100°C oil temperature
is less than 1 bar, the oil pump must be replaced.
Measure the play with a feeler gauge.
Assemble the pump

- Clean all surfaces carefully
- Assemble the pump
- Install the large pump rotor with the mark facing upwards.
Installing oil pump

Use a new gasket.

When installing the pump, use the die 999 5455. Use the bolts as guides.
Push the oil pump in using the center nut on the crankshaft.
Tighten the bolts crosswise to 10 Nm.
Install the crankshaft distributor wheel using the center nut and an extension.
Installing camshaft belt
Put the belt around the crankshaft and the RH guide pulley.
Put the belt over the camshaft pulleys.
Put the belt around the water pump and press the belt over the tensioner pulley.
Installing vibration damper
Remove the locating pin from the tensioner/damper.

Install the vibration damper.
Tighten the center nut to 180 Nm
Use the counterhold 999 5433.
Remove the counterhold 999 5433 and tighten the bolts to 25 Nm then turn them 30° further.
Install the upper distributor cover.
Rotate the crankshaft twice and check that the marks on the crankshaft, the camshaft pulleys and the toothed belt correctly align.
Install the rear shield plate on the engine.
Install:
- The shield plate by the vibration damper and the upper and lower distributor covers
- The idler pulley
- The engine splash guard.
Install front wheel
- Install the wheel and loosely install the nuts

- Tighten the nuts crosswise to 110 Nm
- Torque the nuts again by hand.
Note!
^ If tightening with an airgun, only use torque socket 951 2834.
^ Tightening the nuts crosswise and to the correct torque settings is important to avoid causing stresses in the brake disc.
Test-run the engine.

Oil Spray Jet: Service and Repair

Removing the timing belt and mechanical timing belt tensioner
Remove the timing belt according to Replacing toothed (timing) belt, refer to Timing Components.
Remove the timing belt tensioner. Remove the idler pulley.
Remove the screw securing the inner timing cover to the cylinder head.
Raise the car. Continue with Replacing toothed (timing) belt.
Remove the vibration damper, refer to Cylinder Block Assembly, Harmonic Balancer.
Removing components
Remove:
- the two screws (1) securing the inner timing cover to the cylinder block
- the lower belt guard at the oil pump housing.
Press the inner timing cover off the flange around the coolant pump. Start at the lower edge of the pump.
Hold the cover out of the way. Remove the piston cooling valve (2) and the seal washer.
Install:
- a new piston cooling valve (2) with a new seal washer. Tighten to 35 Nm
- the inner timing cover. First press the cover into place over the flange at the top of the coolant pump. Then press the remaining section of the
cover into place over the flange around the pump. Check that the cover is correctly positioned.
- the two screws (1) securing the inner timing cover to the cylinder block
- the lower belt guard.

Install:
- the screw securing the inner timing cover to the cylinder head
- idler pulley. Tighten to 25 Nm
- the timing belt tensioner. Screw in the center screw by hand. Ensure that the fork on the tensioner centers above the cylinder block rib. Check
that the Allen hole on the eccentric is at "10 O'CLOCK"
- the vibration damper.
Install the timing belt.
Intake Manifold: Service and Repair

Special Tools
951 2666
Preparation
Disconnect the battery negative lead. First read Note when disconnecting and connecting the battery lead.
Empty the fuel injection system according to Draining the fuel injection system, refer to Powertrain Management, Fuel Delivery and Air
Induction.
Removing the fuel rail
Remove:
- the crankcase ventilation hose from the top of the cam cover
- the protective cover over the nozzle connectors
- the connectors from the nozzles
- the vacuum hose for the fuel pressure regulator from the Throttle Body (TB).
Removing the fuel line
Disconnect the quick-release connector between the fuel line and the fuel rail. Use tool 951 2666.
Remove the mounting screws from the fuel rail.
Gently work the fuel rail and injector nozzles loose as a single unit.
Removing components
Remove:
- the hose from the assisted air control valve in the inlet hose
- the vacuum hoses from the intake manifold
- the connectors from the assisted air control valve and Throttle Position (TP) switch
- the screw from the cable duct mounting in the Throttle Body (TB)
- the Knock Sensor (KS) cable from the clip
- the brake servo hose
- the bracket between the intake manifold and the pump
- the upper screw for the intake manifold support bracket, slacken the lower a few turns.
Removing the intake manifold
Remove:
- the mounting screws for the intake manifold
- the intake manifold. Allow the crankcase ventilation hose to run through the intake manifold without disconnecting it from the flame trap.
Transferring components when replacing the intake manifold

Transfer the Throttle Body (TB) and the assisted air control valve. Use new gaskets. Tighten to 10 Nm.
Installing the intake manifold and gasket
Note! Ensure that the gasket faces are clean.

Install:
- a new gasket
- the intake manifold. Do not forget the crankcase ventilation hose. The hose must be inserted up through the gap between the second and third
ducts
- the screws.
Tighten all the screws starting from the center. Tighten to 20 Nm.
Install and tighten the screws for the support bracket (under the intake manifold).
Install:
- the bracket between the intake manifold and the pump
- the brake servo hose
- the cable for the Knock Sensor (KS)
- the mounting screw for the cable duct in the Throttle Body (TB)
- the connectors on the assisted air control valve and Throttle Position (TP) switch
- the vacuum hoses on the intake manifold
- the hose from the assisted air control valve in the inlet hose.
Installing the fuel rail
Install:
- the fuel rail and the injector nozzles. Press the quick- release connector together until it clicks. Use new screws. Tighten to 10 Nm
- the vacuum hose for the fuel pressure regulator
- the crankcase ventilation hose on the top of the cam cover. Use a new clamp
- the connectors and protective cover for the injectors
- the covers over the ignition coils and Throttle Body (TB).
Install the battery negative lead. First read Note when disconnecting and connecting the battery lead.
Final check
Test drive the car. Check the following:
- that there is no fuel leakage
- that the engine operates normally.
Clean the engine compartment. Check that everything is in position.
Crankshaft Main Bearing Seal: Service and Repair

Special Tools
999 1801
999 5112
999 5676
Note! This method assumes the transmission has been removed.
Removing flange plate

See Replacing flange plate, refer to Transmission and Drivetrain.
Replacing retaining ring
Remove the retaining ring with a screwdriver.
Note! Do not damage the contact faces. Note the position of the retaining ring relative to the retaining ring holder.
Oil the retaining ring mating lips.

Install the retaining ring using the installation kit 999 56?6 and the universal hand grip 999 1801.
Tap the retaining ring in until the die touches the crankshaft.
Installing flange plate

See Replacing flange plate.
Oil Pressure Sensor: Service and Repair

Replacing oil pressure sensor
The oil pressure sensor is at the front of the motor between the dipstick and the starter motor.
- Disconnect the connector.

- Unscrew the sensor.
- Install in reverse order.
Timing Belt: Service and Repair

Early Model
Replacing toothed (timing) belt
Special tools: 951 2661, 999 5433, 5006, 5383, 5460
General
Note! Service interval for timing belt and tensioner pulley: 165,000 km/105,000 miles.
Remove auxiliaries belt

- Remove the right engine compartment cover and the cover above the right headlight unit
- Release the auxiliaries belt by turning the pulley screw clockwise
- Remove the auxiliaries belt
- Release the belt tensioner (counterclockwise).
Remove upper timing gear covers

- Remove two screws and remove upper cover by undoing the two clips at the side
- Remove the screw and take the cover off.
Install lifting beam and lifting lug

Note! Remove the nut from the body support.

- Position the lifting beam 999 5006 centrally above the engine and install the lifting lugs 999 5460 in the lifting eyes.
- Install the extra support 999 5383 (if necessary). Lift the engine up a few mm at the front.
Remove engine mounting on timing gear side

- Remove three bolts and the screw from the mounting at body side and pull out the mounting with the rubber.
Remove lower timing gear cover

- Undo bottom cover and move backwards.
Remove engine bracket

- Remove the four bolts and pull bracket from engine. Lift engine if necessary.
- Turn wheel to the right.
- Open lid in side cover.
Align timing gear and crankshaft according to the markings

- Place the upper cover in position.
- Turn the crankshaft clockwise until the markings, camshaft gear, inner timing gear cover and the crankshaft/gear wheel align with the oil
pump housing.
- Remove upper rear timing cover.
Remove timing belt at the top side

- Remove bolt (A) and take tensioner off
- Remove timing belt and move it downwards
- Clean and check the gears.
Check idler pulley

- Rotate the pulley rapidly and listen for abnormal noise from the bearing.
- When replacing: torque setting idler pulley 25 Nm.
- Check that all pulley contact surfaces for the belt are clean and smooth.
Remove the engine splashguards

Remove:
- rear
- front.
Remove timing belt at lower side

- Remove the two bolts from the snow cap
- Remove the timing belt and take it out with a turning movement
- Clean surrounding.
Install timing belt at lower side

- Place the timing belt between damper and engine block.
- Route belt upwards.
Install cover plates

- Place the lower snow cover and fit the two bolts
- Place the front and rear engine splashguards.
Install new timing belt and tensioner pulley

- Check timing marks
- Position the new tensioner, and finger tighten bolt (A)
- Turn excenter from tensioner in lowest position, see picture
- Route the belt around the crankshaft (1) and the idler pulley (2)
- Route the belt over both timing gears (3.4)
- Route the belt over the water pump (5) and around the tension pulley (6)
- Install upper rear timing cover on engine (do not tighten)
- Check alignment.
Adjusting timing belt tension

- Tighten bolt (B) to 3 Nm
- Place a 6 mm hex tool in the tensioner and turn tensioner anti clockwise until the toothed belt is tensioned
- Move the adjuster until the indicator pin is in the middle (A)
- Tighten the bolt (B) to 20 Nm without moving the tensioner
- Re-adjust if necessary
- Press pin (A) clockwise and anti-clockwise to check.
Check timing belt tension

- Rotate the crankshaft two revolutions and check that the markings on the crankshaft pulley and timing gears align with the marks on the
timing gear cover
- Check the adjustment of the tensioner (indicator pin (A) in the middle)
- Adjust again if necessary
Note! After adjustment always turn crankshaft twice.
- Remove upper timing cover.
Install engine bracket

- Clean mounting pin, position bracket and install bolts. Tightening torque 35 Nm + 75°
Install timing gear covers

Install:
- lower timing gear cover. Check lower cover and water hose fittings
- the top cover (1x screw) (B), torque setting 10 Nm
- the top timing cover and tighten.
Note! Close lid in side cover move front wheels straight.
Install auxiliaries belt

- Tighten the bracket. Torque to 10 Nm
- Install power steering hose. Torque 10 Nm.
Install engine suspension on timing gear side

- Position the support on the engine and tighten the bolts (A) to 67 Nm
- Loosely install the bolts in the body support
- Remove the lifting beam 999 5006
- Tighten the body support (13) nut to 98 Nm.
Test drive engine

- Start the engine and check function.
- Install the right engine compartment cover and headlight unit cover.
Timing Belt: Service and Repair

Late Model
Replacing The Timing Belt
Special Tools
999 5006
999 5383
999 5460
Removing the auxiliaries belt
- Turbocharged engines: remove the right hand engine cover and the cover over the right headlamp
- Slacken off the auxiliaries belt by turning the screw on the tension pulley clockwise
- Remove the auxiliaries belt.
Removing the timing covers

Remove:

- the front timing cover.
Remove the metal bracket for the servo hose from the rotation protection for the auxiliaries belt.
Position lifting beam 999 5006 slightly in front of the front lifting eyelet for the engine. Use lifting arm 999 5383 and lifting hook 999 5460 to
raise the front of the engine a few millimeters.
- the screws for the servo holder

- the engine mounting screws
- the engine mounting
- the lower timing cover.
Remove the right front wheel.

Position the upper timing cover.
Turn the crankshaft until the markings on the crankshaft and camshaft pulley correspond.
Turn the crankshaft a further l/4 turn clockwise and then back again until the markings correspond. The markings are illustrated. Remove the
upper timing cover.

Slacken off the center screw for the belt tensioner slightly.
Hold the center screw still. Turn the tensioner eccentric clockwise using a 6 mm Allen key to 10 o'clock.
Remove the timing belt from the tension pulley, camshaft pulley and water pump.
Tensioning the tensioner pulley and the idler pulley

Spin the idler pulley and listen for noise. When replacing with a new idler pulley, tighten to 24 Nm.
Spin the tension pulley and listen for noise. When replacing, screw the tension pulley into place using the center screw.
Screw in the center screw by hand.
Ensure that the tensioner fork is centered over the cylinder block rib.
Ensure that the Allen hole on the eccentric is at "10 o'clock".
Removing the splash guards under the engine

Remove:

- the rear air baffle.
Removing the timing belt (at the bottom)

Remove:
- the two screws from the lower belt cover

- the lower belt guard
- the timing belt using a twisting movement
- clean the surrounding area.

Install the timing belt over the pulley on the crankshaft.
Install:
- the lower belt guard
- the rear air baffle.
Install the new belt in the following order:
- crankshaft
- the idler pulley
- intake camshaft
- exhaust camshaft
- water pump
- belt tensioner.
Note:
- This adjustment is to be made with a cold engine. Suitable temperature is approximately 20°C/67°F. At higher temperatures (with the engine
at operating temperature or a high outside temperature for example) the indicator is further to the right.
- The illustration shows the position of the indicator at different engine temperatures.
- Carefully turn the crankshaft clockwise until the timing belt is tensioned. The belt must be tensioned between the intake camshaft pulley, the
idler pulley and the crankshaft
- Hold the belt tensioner center screw secure. Turn the belt tensioner eccentric counter-clockwise until the tensioner indicator passes the
marked position. Then turn the eccentric back so that the indicator reaches the marked position in the center of the window
- Hold the eccentric securely. Tighten the center screw. Tighten to 20 Nm.
Check that the indicator is in the correct position.
Check
- Install the upper timing cover
Note: Check that the indicator on the belt tensioner is within the marked area.
Installing timing covers

Install:
- the lower timing cover

- the front timing cover. Tighten to 12 Nm

Screw the engine mounting into place on the engine.

Tighten to 67 Nm.
Install:
- the screws on the bracket for the bodywork. Tighten to 50 Nm
- the servo reservoir.
Finishing
Install:
- the front wheel according to Front brake pads replacement
- turbocharged engines: the right hand engine cover and the cover over the right headlamp unit.
Checking work
Function test:
- Test drive the engine.
Fuel Pressure: Testing and Inspection

Checking the Fuel Pressure While Driving
Special Tools
981 2270
981 2273
981 2282
999 5011
951 2614
Overview
The fuel pressure and residual pressure can usually be checked in the workshop. If required, there is a description of the method for checking the
fuel pressure and residual pressure while driving.
- Checking the fuel pressure and residual pressure in the workshop.
- Checking the fuel pressure while driving.
Connecting the pressure gauge
- Use pressure gauge 999 5011 with nipple 998 9725 and adapter 951 2614 before use.
- Remove the cover over the fuel rail.
- Connect the adapter to the valve on the fuel rail. Set the adapter in its locked position. (illustration 1, valve closed)
- Turn the tap on the pressure gauge in the direction of the hose 951 2614.
- Connect the other pressure gauge terminal to the fuel draining unit 981 2270, 981 2273, 981 2282.
- Open the adapter (illustration 2. valve open).
Routing the pressure hose
Note! Ensure that the hose follows the rubber trim on the plenum chamber. Ensure that it is then routed out of the engine compartment at the
rear corner of the bonnet. The adapter hose joint at the T-valve must be outside the engine compartment. This is to ensure that neither the bonnet
or the hose are damaged when the bonnet is closed.
Connecting the fuel pressure gauge

- Secure the T-valve on the left door mirror. Use tape.
Note! Protect the valve and the connector with foam rubber as illustrated.
- Turn the T-valve cock to the middle position (position 2 in the illustration).
- Start the draining unit.
Connecting the fuel pressure gauge, continued
- Turn the T valve cock toward the engine (position 1 in illustration)

- Stop the draining unit.
- Remove the draining unit hose from the T-valve hose connector.
- Lock the cock with a tie strap. The cock must be pointing towards the engine.
- Arrange the hose along the rubber trim on the plenum chamber cover to the left of the bonnet hinge. This is to prevent damage to both the
bonnet and the hose.
- Carefully close the hood.
Checking the fuel pressure while the car is being driven

- Start the engine.
- Drive the car. Read off the fuel pressure while the car is being driven. The fuel pressure must be: 220 - 310 kPa in all driving conditions.
Removing the fuel pressure gauge

- Connect the draining unit hose to the hose nipple on the door mirror (the black arrow in the illustration).
- Start the draining unit
- Remove the tie strap locking the cock on the T-nipple.

- Set the cock in the central position. (position 2)
- Close the valve. (position 1)
- Disconnect adapter. Open the valve.
- Reinstall the protective cap.
- Remove the test equipment and hoses from the car.
- Reinstall the cover over the fuel rail.
Fuel Pressure: Testing and Inspection

Measuring Fuel Pressure EMS 2000
Removal
Remove
- The cover over the throttle pulley.
- The aluminum plate, (on turbocharged engines).
- The protective cap on the Schrader valve.
Checking the vacuum system
Disconnect the vacuum hose from the pressure regulator and the intake pipe.
Check that the vacuum hose is undamaged and not clogged.
Replace the front pressure regulator if there is fuel in the vacuum hose.
Check the vacuum hose nipple on the intake pipe, clean if necessary.
Continue with "Connect the test equipment" (3).
Connect the test equipment
Assemble 999-5011 and 998-9725 with J-41031-A

Avoid fuel spillage.
Connect the open end of the hose from the fuel gauge to the fuel draining unit.
Warning Secure the hose onto the fuel draining unit to prevent fuel leakage
Screw nipple J-41031-A into place on the Schrader valve.

Hang the gauge on the hood catch or the safety catches.
Turn the cock to position (1).
Fuel pressure measurement
Note! Note the measurement value at this step. The result might be needed as a reference in step 12.
Disconnect the vacuum hose from the pressure regulator.
Note! Position the gauge so that the movement of the needle can be read when the engine is started.
Start the engine.

The pressure should rise to approximately 309 kPa (45 psi) immediately.
If the pressure is correct, continue measuring the "Front pressure regulator" (5) or (6).
A: The pressure rises slowly to the correct pressure:
Switch off the engine.
Continue with " Check the rear fuel pressure" (8).
B: Too low or too high pressure.
Continue with "Check the rear fuel pressure" (8).
Front pressure regulator, B4XX4T
Caution When applying vacuum or pressure to the regulator, do not exceed the pressure values stated. Damage to the diaphragm in the
regulator may occur.
Connect pump 999 5757 to the regulator.

Pump up a vacuum.
The pressure reading should go down.
Fuel pressure must not be lowered below 240 kPa.
Release the vacuum.
The pressure should rise to approximately 309 kPa immediately.
Pump up the pressure.
The pressure reading should go up.
Fuel pressure must not be raised above 380 kPa
Release the pressure.
The pressure should return to approximately 309 kPa immediately.
Continue with "Check the residual pressure"(7).

If the pressure regulator is not functioning correctly, replace the front pressure regulator.
Checking the residual pressure
The starting pressure is 309 kPa

Note the time.
The fuel pressure must not be lower than 200 kPa for 20 minutes.
Hint: Too low residual pressure can be caused by leakage in the injectors, the check valve in the fuel pump or leakage in the pressure regulators.
Remove the test equipment from the car. Return the equipment to the tool board.
Reinstall the removed components and the cap on the Schrader valve.
Note! The rear fuel pressure measurement test must only be carried out if the result of step 4 is in accordance with A or B.
Raise the car.

Remove the guard.
Warning The fuel filter must not hang from the fuel lines during this test. Secure the fuel filter using tie straps.
Slacken off end open the clamp for the fuel filter (1)
Carefully work the filter downwards.
Remove the cap on the Schrader valve.
Screw nipple J-41031-A (2) into place on the Schrader valve.
Note! Hang the pressure gauge so that the value can be read off easily when the car has been lowered.
Lower the car.
Starting the fuel pump (FP)
Remove relay 2/14.

Make up a bridging cable.
Bridge terminals 30 and 87. The fuel pump (FP) starts.
Rear fuel pressure
The pressure must rise to approximately 430 kPa immediately.

If the rear fuel pressure is incorrect, replace the rear pressure regulator which is integrated in the fuel pump (FP).
If the rear fuel pressure is correct and the fuel pressure is incorrect in step 4, select the fault tracing path. See note below.
A: The rear fuel pressure is normal but in step 4 rose slowly to approximately 309 kPa. Check if the fuel line is damaged or pinched. If the fuel
line is intact, replace the fuel filter.
The fault is remedied.

B: The rear fuel pressure is normal but in step 4 the pressure immediately rose to a too low/high value. Replace the front pressure regulator.

Disconnect the test equipment.
Reinstall the components in reverse order.
Air Cleaner Housing: Service and Repair

Note! As the illustrations in this service information are used for different model years and / or models, some variation may occur. However, the
Preparation
Remove:
- the cable from the battery negative terminal. First read Note when disconnecting and connecting the battery lead
- the cable from the battery positive terminal
- the battery.
Removing the air cleaner (ACL) housing

Remove:
- the connectors from the Mass Air Flow Engine (MAP) sensor and the assisted air control valve. Disconnect the connectors, vacuum hoses
and wiring from the Air Cleaner (ACL) housing
- the assisted air control valve from the Air Cleaner (ACL) housing
- the inlet hose from the terminal on the Mass Air Flow Engine (MAP) sensor
- the preheating hose.
Remove:
- the screws for the relay box. Move the box to one side
- the screws for the Air Cleaner (ACL) housing.
Release the clip holding the fresh air intake on the Air Cleaner (ACL) housing. Lift off the Air Cleaner (ACL) housing assembly.
Installing the air cleaner (ACL) housing

Position the Air Cleaner (ACL) housing.
Install:
- the screws for the air cleaner (ACL) housing

- the screws for the relay box
- the preheating hose
- the inlet hose
- the assisted air control valve.
Reconnect the vacuum hoses, connectors and wiring.
Installing the battery

Install:
- the battery
- the cable on the battery positive terminal
- the cable on the battery negative terminal. First read Note when disconnecting and connecting the battery lead.
Fuel Filter: Service and Repair

Special Tools
999 5666
Draining fuel system

- Drain fuel system according to Draining the fuel injection system, refer to Fuel Delivery and Air Induction, Service and Repair.
Removing fuel filter

Front side:
Carefully release the quick-release connectors by pressing the fuel lines towards the filter (A) while moving the black circlip backwards (B),
together with the fuel line. Use tool 999 5666.
Rear side:
Press the fuel line locking part in and pull the fuel line off.
Remove the clamp and remove the fuel filter.
Installing fuel filter
Install the new filter and carefully reconnect fuel hoses.

Check that the quick-release connectors are secure by pulling them.
Secure filter on the bracket with the clamp.
Start the engine and check for leakage.
Removing special tools

See Draining the fuel injection system, refer to Fuel Delivery and Air Induction, Service and Repair.
Spark Plug: Application and ID

Spark Plugs
Engine
B4204T2
B4204T3
Torque Part Number Gap
18 ft. lb. 27 23 44-3 0.0315 inch

Spark Plug: Service and Repair

Special Tools
999 5702
Removing spark plugs
- Remove both engine covers.

- Disconnect the connectors.
- Disconnect the HT lead.
- Remove the mounting screws.
- Pull off the ignition coils.
- Remove the spark plug with special tool 999 5702.
Installing spark plugs:
- Check the rubber and the spring inside. Replace if necessary.

- Check the spark gap: 0.7 - 0.8 mm.
- Install the spark plugs. Screw the spark plugs in until the gasket is pressed against the cylinder head. Tightening torque 25 Nm. Use special
tool 999 5702.
- Position the ignition coils. Press the ignition coils into place.
- Tighten the screw. Tightening torque 10 Nm.
- Connect the high tension cables.
- Reconnect the connectors.
Note! The gray connector is for the left coil (cylinders 2 and 3), the blue connector is for the right coil (cylinders 1 and 4).
- Check the function.

- Install both engine covers.
Water Pump: Service and Repair

Draining coolant
See Replacing coolant, refer to Coolant, Service and Repair.
Remove:
- The engine cover
- The upper and lower timing covers
- The idler pulley
- The right front wheel.
Slacken off the fender liner slightly.
Remove the protective panel from the front-rear member.
Turn the crankshaft until all the markings correspond.
Remove:
- The upper timing cover.
Remove the timing belt. Move the timing belt to one side, see Replacing toothed (timing) belt, refer to Engine Timing Components.
Compress the tensioner damping unit with compression tool.
Remove the tension pulley.
Removing the coolant pump

Cleaning the gasket and mating surfaces
Clean the cylinder block thoroughly. Remove any gasket residue.
Installing the coolant pump

Use a new gasket.

Tighten the screws to 20 Nm.
Install:
- The tension pulley
- The timing belt.
- The upper timing cover.
Remove the lock pin from the tensioner damping unit.
Turn the crankshaft two revolutions. Check that all markings correspond.
Install:
- The upper and lower timing covers
- The right front wheel.
- The protective panel for the front-rear member
- The engine cover and the splash guard under the engine
- The cover for the side member.
Fill with coolant.
Cooling System: Testing and Inspection

Special Tools
998 5496
Leak testing the cooling system
Test pressurizing the cooling system

Use pressure gauge 998 5496.
Connect the pressure tester to the coolant reservoir.
Pump up the pressure. Check for leaks.
- Maximum permissible pressure 150 kPa.
Note! B4184SM, maximum permissible pressure: 90 kPa.
- The pressure in the system must be steady. It must not fall noticeably within 30 seconds.
Note! Allow the pressure to even out for a couple of minutes.
Check the cooling system for leakage.
Gauging the pressure in the filler cover
- Only the filler cover on B4184SM is white. All other models have black filler covers.
Radiator Cooling Fan Motor: Service and Repair

Note! Remove the complete unit with both of the fans if the car is equipped with air conditioning.
Remove at the top side
Remove:
- the front engine-bay cover
- mark the EVAP hose and remove it from the Canister Purge (CP) valve
- the connector from the Intake Air Temperature (IAT) sensor on the Charge Air Cooler (CAC) (undo wiring from the shroud)
- the connector from the right side fan
- the two bolts at the top from the unit.
Raise the car.
Remove from the underneath

Remove:
- both the engine splash guards
- the longitudinal beam, see Remove turbo engine complete with transmission, refer to Engine, Service and Repair.
Remove complete unit
Remove:
- the connector fan at the left side
- the EVAP hose out of the clamp
- the two bolts from underneath
- the Charge Air Cooler (CAC) hose
- move the complete unit downwards and move the hoses sidewards.
Removing fan blade and motor

- Remove the nut or clip

- Pull off the fan blade
- Pull the cable out of the clamping and the connector
- Remove the nuts or bolts and take the fan motor out.
Install fan motor and blade
- Install the fan motor and tighten the bolt or nut to 10 Nm

- Route the cables and fit the connectors
- Install the fan blade and secure it with the clip or nut. tightening torque 10 Nm
- Route the wiring and fit the connectors.
Install complete unit
- Install the unit carefully in the correct position at the radiator side
- Install the bolts at the underside. Tighten to 10 Nm
- Clean the connections and connect the Charge Air Cooler (CAC) hose
- Open the clamps and fit the EVAP hose
- Connect the connector.
Install from underneath

- The longitudinal beam, see Installing turbocharger engine with transmission, refer to Engine, Service and Repair.
- Both engine splash guards.
Tighten and fit parts from the top

- Position the holder and fit the two bolts. Tighten to 10 Nm

- Install the EVAP valve and fit the connector
- Connect the fan connectors
- Tighten the cables and tie up
- Connect the cable of the Intake Air Temperature (IAT) sensor.
Check the function and install the front engine-bay cover.
Heater Core: Service and Repair

Heat Exchanger
Replacing the heat exchanger
General
WARNING: Follow the safety instructions for work on the heating/ventilation system.
NOTE:
- Read the instructions about slow and large leaks.
- The O-rings must always be replaced when replacing the heat exchanger.
Removal
- Remove the dashboard according to Dashboard. See: Body and Frame/Interior Moulding / Trim/Dashboard / Instrument Panel/Service and
Repair
- Remove the central unit according to Central electrical unit. See: Heating and Air Conditioning/Housing Assembly HVAC/Service and
Repair/Central Electrical Unit
NOTE: In event of leakage the O - rings can be replaced without the heat exchanger being removed.
- Remove the support plate. Remove the tie straps and the pipes and replace the O - rings.
- Remove the mountings from the support plate.
- Carefully lift the holder over the guide pins.
- Withdraw the heat exchanger and pipes from the housing.
- Remove the tie straps and pipes.
- Replace the O-rings.
- Check the seal.
Installing the heat exchanger
- Install in reverse order.

- Replace the seal if necessary.
NOTE: Secure the support plate first and then the tie straps.
Radiator: Service and Repair

Replacing Radiator
Conditions
- Drain the coolant. See Replacing coolant, refer to Coolant, Service and Repair.
- Remove the front engine cover
- Remove the Charge Air Cooler (CAC), see Replacing turbo Charge Air Cooler (CAC), refer to Powertrain Management, Fuel Delivery and
Air Induction.
Removing the radiator
Remove the upper and lower radiator hoses.

Manual transmissions: Remove the radiator together with the Charge Air Cooler (CAC).
Automatic transmission: Move the Charge Air Cooler (CAC) as far to the right as possible. Press out the oil cooler.
Disconnect the radiator. Remove it above the Charge Air Cooler (CAC) hose connector.
Transferring components
Transfer the four radiator mountings to the radiator.
Installing the radiator

Manual transmissions:
- Install the radiator on the Charge Air Cooler (CAC). Install the unit assembly. See Replacing turbo Charge Air Cooler (CAC).
Automatic transmission:
- Install the Charge Air Cooler (CAC). Press the oil cooler into place
- Install the radiator at the top right-hand first. Then install the radiator over the oil cooler connections
- Position the oil cooler. Check the alignment of the oil cooler
- Position the radiator on the Charge Air Cooler (CAC)
- Install the Charge Air Cooler (CAC).
- Install the front engine cover
- Fill the cooling system.

Replacing the Lower Radiator Member
Replacing The Lower Radiator Member
The extent of the damage may vary and with it the number of components that need to be removed.
Removing the lower radiator member
- Drill or grind out the spot welds.

- Pry off the member.
- Grind clean.
- Check that the dimensions of the car are correct.
Installing the lower radiator member
- Grind the welding surfaces clean.

- Apply welding primer.
- Adjust the member.
- Check the A and B dimensions.
- Secure the member.
- Weld into place.
Hint: Use the painted edges from the removed member as an aide when aligning.

Replacing the Upper Radiator Member
Replacing The Upper Radiator Member
The extent of the damage may vary and with it the number of components that need to be removed.
Removing the upper radiator member
- Drill or grind out the spot welds.

- Pry off the component.
- Grind clean.
Installing the upper radiator member
- Apply welding primer.

- Adjust using an eight mm drift through both panels.
- Check the A dimensions.
- Secure the member.
- Weld into place.
Hint: Use the painted edges from the removed member as an aide when aligning.
Engine - Coolant Temperature Sensor/Switch: Service and Repair

Engine Coolant Temperature Sensor
Replace engine coolant temperature sensor
Removal
- Remove the lower cover and the tunnel side panel on the passenger side.
- Pull the floor mats to one side.
- Disconnect the wiring and the connectors.
- Carefully remove the sensor from the sleeve.
Installation
- In reverse order.
Coolant Temperature Sensor/Switch (For Computer): Service and Repair

Removing the engine coolant temperature (ECT) sensor
Preparations
- Remove the expansion tank cover.

- Open the valve on the right underside of the radiator. Use a hose to collect the coolant (cars with Air Conditioning (A/C):
- partially remove the splash guard under engine).
- Drain two liters of coolant.
- Close the valve.
Removing the thermostat housing cover
- Remove the cover over the fuel rail.
- Remove the upper camshaft cover.
- Remove the thermostat housing cover (two screws). Move the cover to one side.
Removing the Engine Coolant Temperature (ECT) sensor

- Remove the connector from the bracket.
- Remove the Engine Coolant Temperature (ECT) sensor. Remove the sealing ring.
Installing the engine coolant temperature (ECT) sensor
- Clean the mating surfaces.

- Install a new sealing ring on the Engine Coolant Temperature (ECT) sensor.
- Install the Engine Coolant Temperature (ECT) sensor. Tighten the Engine Coolant Temperature (ECT) sensor to 10 Nm
- Reconnect the connectors.
- Reinstall the connector on the bracket.
Installing the thermostat housing cover
- Clean the mating surfaces.

- Install a new gasket on the thermostat.
- Install the thermostat housing. Tighten the thermostat housing to 17 Nm
Note! Refill the coolant. Run the engine to operating temperature. Top up as necessary. Function test. Check for leakage.
Check for leakage. Reinstall the fuel rail cover. Reinstall the upper camshaft cover.
Connect the connector. Secure the connector on the bracket.
Thermostat: Testing and Inspection

Checking/Replacing the Thermostat
Draining coolant
Drain off approximately 2 liters of coolant.
Removing the Thermostat
Turbocharged engines: remove the throttle body (TB) cover.

Remove the cover over the fuel rail.
Remove the upper timing cover.
Remove the thermostat housing cover (Torx 40 screws). Lift out the thermostat and the gasket.
Checking the Thermostat
The function of the thermostat can be tested using hot water.

When the water temperature corresponds to the opening temperature of the thermostat, the thermostat should open fully within two minutes.
Marking: 90
Starts to open at: 90°C
Fully open at: 105°C
Installing the Thermostat
Clean the mating surfaces on the thermostat housing.

Install a new gasket on the thermostat.

Install the thermostat in the housing. Install the cover.
Tighten the cover. Tighten to 17 Nm.
Install the upper timing cover.
Turbocharged engines: install the throttle body cover.
Fill with coolant

Thermostat: Service and Repair

Checking/Replacing the Thermostat
Draining coolant


Marking: 90


Fill with coolant

Exhaust System: Testing and Inspection

Special Tools
999 5544
999 5546
Connecting tools
Note! The exhaust system may be extremely hot if the car has been driven recently. Allow the car to cool down before beginning the check.
Failure to do so may damage the special tool.
- Connect tool 999 5546 and pressure regulator 999 5544 to the exhaust pipe.
- Plug the end of the exhaust pipe. Ensure that it is fully sealed.
- B4204S2 engines: block one of the exhaust pipe ends.
- Adjust the pressure to 0.4 bar A lower pressure may be necessary depending on the condition of the exhaust system.
Procedure
- Check the exhaust system: Spraying a soap solution on all joints and the connections between the cylinder head and the rear Heated Oxygen
Sensor (HO2S).
- Only very small and slow bubbles are permissible.
Exhaust System: Service and Repair

Replacing the exhaust system assembly
General
Check the rubber mountings: install new ones if necessary.
The clearance between the exhaust system and the car body must be at least 20 mm.
Transfer the vibration damper, if applicable.
Installing the exhaust system assembly
- Always use new gaskets

- Install all the components. Finger-tighten only
- Hang the exhaust system on the rubber mountings.
Tightening the exhaust system assembly:

- Tighten the mounting screw for the rubber mounting.
Tighten to 13 Nm.
Check the function
Start the engine. Check for leaks.

Catalytic Converter: Application and ID

Oxygen Sensor and Catalyst Configuration Example
V6/V8/V12 Engine W/2 Exhaust Banks & 4 Catalysts
V6/V8/V12 Engine W/2 Exhaust Banks & 3 Catalysts
L4 Engine W/1 Exhaust Banks & 2 Catalysts

L4 Engine W/1 Exhaust Banks & 1 Catalysts

Catalytic Converter: Service and Repair

Special Tools
999 2901
Remove down pipe from catalytic converter

Remove down pipe
Raise car.
Spray all components with a rustproofing agent.
Remove:
- the rear engine splash guard

- the nuts and take the down pipe off
- the gasket
- the lower (rear) lambda sond.
Lower the car.
Remove catalytic converter

Remove:
- the heat shield from the body

- the upper (front) lambda sond
- the nuts and take the converter out
- the gasket.
Install catalytic converter

Clean the mounting surfaces.
Install:
- the gasket on the turbo charger

- the converter and fit the nuts. Tighten to 30 Nm.
Installing front (upper) lambda sond
- Install a new sealing ring

- Smear the bolt packing component (P/N 1161035-9) on the entire length of the screw thread
- Turn the lambda sond counterclockwise about 4 times to avoid turning forces on the cable harness
- Install the lambda sonds and tighten to 55 Nm
- Install heat shield at body.
Raise car.
Installing rear (lower) lambda sond
- Install a new sealing ring

- Smear the bolt packing component (P/N 1161035-9) on the entire length of the screw thread
- Turn the lambda sond counterclockwise about 4 times to avoid turning forces on the cable harness
- Install the lambda sonds and tighten to 55 Nm.
Installing front exhaust (down pipe) to catalytic converter
Clean the mounting surfaces.

- Place a new gasket
- Attach the front pipe to the exhaust manifold, tighten the nuts to 30 Nm
- Fit the rear engine splashguard.
Check function
Start the engine and check for leakage.
Exhaust Manifold: Service and Repair

Special Tools
999 2901
Removing exhaust manifold

Remove:
- the heat shields on the exhaust manifold and the fireball

- the relay cover
- the support for the exhaust manifold
- the catalytic converter
- the Turbo Charger (TC) from the exhaust manifold, (3 nuts from the top and one from below)
- the exhaust down pipe
- the support for the oil pipes
- the union of the top oil pipe
- the nuts from the exhaust manifold
- the hose at the Air Cleaner (ACL) and the hose to charge the Air Cooler (CAC).
Clamp both coolant hoses with hose pliers 999 2901 and release both unions at the Turbo Charger (TC).
Push the Turbocharger (TC) backwards and lift the lower oil pipe out of the engine block.
Remove the exhaust manifold and the gasket.
Install exhaust manifold

Install
Note! Use new gaskets and O-rings.
Clean surfaces.
Install the manifold; use new gaskets.
Attach the manifold to the cylinder head. Torque setting 25 Nm. Begin tightening in the middle.
Mount the support for the exhaust manifold, torque setting 24 Nm.
Push the lower oil pipe with a new O-ring into the engine block and attach the Turbocharger (TC) to the exhaust manifold. Tighten to 45 Nm.
One nut must be tightened from below.
Install:
- the catalytic converter
- the union top oil pipe, torque setting 24 Nm
- both coolant unions, torque setting 25 Nm, remove the clamping tongs
- the heat shields on the exhaust manifold and the firewall

- the hose at the Air Cleaner (ACL) and the hose to charge the Air Cooler (CAC)
- the engine cover and the relay cover
- the support for the oil pipes
- the down pipe, use new gasket, see Replacing the catalytic converter (down pipe), refer to Powertrain Management, Emission Control
Systems.
- the rear engine splash guard.
Exhaust Pipe: Service and Repair

Replace down pipe
Remove down pipe
Spray all components with a rustproofing agent.
Remove:
- the rear engine splash guard.
- Undo the clamp at the rear exhaust pipe.
- the nuts and take the down pipe off.
- the gasket.
- the front pipe out the rear exhaust pipe.
Install down pipe
- Clean the mounting surfaces.

- Place the front pipe in the rear pipe.
- Fit a new gasket and attach the front pipe to the catalytic converter, tighten the nuts to 30 Nm.
- Suspend the exhaust system and tighten the clamp at the rear pipe to 60 Nm.
- Rear engine splashguard.
Camshaft Position Sensor: Service and Repair

Remove:
- relay cover bracket
- connector camshaft position sensor from bracket.
Removing camshaft position (CMP) sensor
- Remove the protective sleeve out of the clamp and open the outer cable protection
- Route the wiring out the protector
- Clean surrounding around sensor
- Remove bolt and move Camshaft Position (CMP) sensor by turning and take sensor out
- Take cable out clamp.
Note! Note the route of the cable and take it out of the clamp.
Installing camshaft position (CMP) sensor
- Place a new O-ring on the sensor

- Clean housing
- Route the cable via the protective tube and connect the connector at the bracket
- Close the protective tube and install the tube in the clamps
- Place the sensor and tighten the bolt. Tightening torque 10 Nm
- Secure cable in the clamp.
Install
- Connector bracket cover.
Start engine. Read any Diagnostic Trouble Codes (DTCs).
Ignition Coil: Service and Repair

Special Tools
999 5702
Removing ignition coil(s)
- Remove both engine covers.

- Disconnect the HT lead.
- Remove the mounting screws.
- Pull off the ignition coils.
Installing ignition coil(s)
- Check the rubber and the spring inside. Replace if necessary.

- Position the ignition coils. Press the ignition coils into place.
- Tighten the screw. Tightening torque 10 Nm.
- Connect the high tension cables.
- Reconnect the connector.
Note! The gray connector is for the left coil (cylinders 2 and 3), the blue connector is for the right coil (cylinders 1 and 4).

- Reinstall both engine covers
Knock Sensor: Service and Repair

Preparations
Remove
- The relay cover.
- The trim cover.
- The connector from the bracket. Open the two clamps. Pull out the cable from the protective tube.
- The battery negative lead.
- The front engine cover.
- The starter motor, see Engine replacement, transfer of components.
Replacing the knock sensor (KS)
Remove
- The screw.
- The Knock Sensor (KS) from underneath. Remove the assembly with its wiring.
Install:
- The Knock Sensor (KS) from underneath. Tighten the nut to 20 Nm.
Note! Install the Knock Sensor (KS) as illustrated.
Install:
- The starter motor, see Engine replacement, transfer of components.
- Route the cable via the protective tube. Install the clamps.
- The connector on the bracket.
- The cover over the connector.
- The engine cover.
- The front engine cover.
- The battery negative lead.
Start the engine. Read off any Diagnostic Trouble Codes (DTCs).
Ignition Switch: Service and Repair

Replacing the ignition switch
- Remove the lower steering shaft cover (3 screws).

- Remove the mounting screw on the back of the ignition switch.
- Disconnect the ignition switch connector.

Fuel Delivery and Air Induction: Service and Repair

Special Tools
981 2270
981 2273
981 2282
999 5480
999 5484
Removing the covers
- Turbocharged engines: remove the Throttle Body (TB) cover.

- The fuel rail cover.
- The protective cap for the nipple.
Note! Ensure that ventilation is good.
Connect tool 999 5484 hose / nipple to liquid extractor 981 2270, 981 2273 and 981 2282. Start the drain pump.
- Connect the adapter to the valve on the fuel rail in restricted position (illustration 1: valve closed).
- Un-Secure the adapter (illustration 2: valve open).
Install special tool 999 5480

Raise the car.
Remove:
- The protection on the left fuel filter.
- The cap over the nipple.
Connect tool 999 5480 to the valve upstream of the fuel filter.
It takes approximately 2 minutes to drain the system.
Removing the special tools
Remove the tool: 999 5480. Install the protective caps.

Reinstall the splash guard.
Lower the car.
Remove tool 999 5484. Install the protective caps.
Check for leaks.

Turbocharged engines: Install the Throttle Body (TB) cover.
Air Flow Meter/Sensor: Service and Repair

Removing the Mass Air Flow Engine (MAP) sensor
- Remove the clamp and the air intake hose. Use a twisting movement.
- Remove the two Tx 25 screws.
- Remove the Mass Air Flow Engine (MAP) sensor.
- Remove the O-ring.
Installing the mass air flow Engine (MAP) sensor

- Install a new O-ring.
- Position the Mass Air Flow Engine (MAP) sensor with the connector upward.
- Tighten the screws.
- Connect the connector.
- Clean the air intake hose. Press the air intake hose firmly into place on the Mass Air Flow Engine (MAP) sensor.
- Tighten the clamp.
Fuel Injector: Service and Repair

Removal
- Drain the fuel injection system according to Draining the fuel injection system, refer to Fuel Delivery and Air Induction, Service and Repair.
Disconnect the quick-release connector for the fuel line
Wipe off any spilled fuel.

Release the fuel line from the clamps.
Press the clips together. Pull out the fuel line.
Removing the cover and the connectors
- Disconnect the injector(s) connectors.

- Turbocharged engines: remove the cable harness and its clips from the bracket.
Removing hoses and screws
- Remove the screws holding the fuel rail. Lift out the fuel distributor with the injectors still secured in place.
- Disconnect the vacuum hose from the manifold.
Note!
^ Handle the injectors carefully so that they are not damaged.
^ Retain all the rubber bushings for the intake manifold.
Removing the locking plate for the injectors

- Remove the three screws from the locking plate.
- Slacken off the fixing tool holding the injectors.
- Pull out the locking plate.
Turbocharged engines: note the position of the bracket.
Removing the injector(s)

Remove:
- the injector(s): Turn them so that they come out of the fuel rail.
Clean the outside.
Installation
Installing the injector(s)
- Replace the O-rings.

- Lubricate the O-rings with petroleum jelly.
- Install the injectors in the fuel rail.
Installing the locking plate for the injectors

- Press the locking plate into the lower securing position for the injectors.
- Position the locking plate.
- Turbocharged engines: position the bracket.
- Install the three screws. Tighten the screws to 10 Nm.
- Check that they are properly positioned (see the illustration)
Install the fuel rail with the injectors on the engine
Note! Use new O-rings. Lubricate the O-rings with petroleum jelly.
- Clean the intake manifold.

- Connect the vacuum hose to the manifold.
- Install the fuel rail on the intake manifold.
- Apply locking fluid (P/N 1161053) on the screws.
- Tighten the screws to 10 Nm.
- Connect the injector(s) connectors. Check that all connectors have a rubber seal. Secure the cables in their holders.
- Turbocharged engines: secure the cable harness with the cable clips in the bracket.
- Secure the fuel line. Use a new retaining clip. Check that the fuel line is securely in place by pulling it.
- Reconnect all hoses.
- Check that it is properly sealed. Check the function.
- Install the throttle body cover.
Remove the pump trolley

Remove the pump trolley, see Draining the fuel injection system.
Fuel Pressure Regulator: Service and Repair

Remove:

- the vacuum hose from the pressure regulator
- the retaining clip for the pressure regulator
- the pressure regulator.
Note! Place paper under the regulator to catch any remaining fuel.
Installing the pressure regulator

Install:
- a new O-ring. Use lubricant 1161580

- the regulator
- the retaining clip
- the vacuum hose
- the cover over the Throttle Body (TB).
Fuel Pump: Service and Repair

Special Tools
999 5622
Draining the fuel tank

- Drain the fuel tank according to Draining the fuel tank, refer to Fuel Tank, Service and Repair.
Removing the Fuel Pump (FP) protective cover
- Move the front seats as far forward as possible

- Fold the rear seat forward
- Pull the floor carpet forward
- Remove the four screws. Remove the protective cover
- Remove the protective cover.
Removing the fuel pump (FP)
Note!
^ Ensure that ventilation is good.
^ Note the connections for the fuel lines to avoid later confusion.
- Disconnect the connector (A)

- Release the fuel lines by pressing in the catches and pulling out the lines
- Wipe up any spilled fuel using a rag
- Move the fuel lines and connectors to one side
- Remove the cap nut. Use special tool 999 5622.
Note! Replace the Fuel Pump (FP) immediately because the threaded collar swells or reinstall the cap nut temporarily. The swelling can
cause problems when reinstalling the cap nut.
Installing the fuel pump

- Check the gasket. Replace the gasket if necessary

- Install the cap nut on the pump unit
- Install the pump unit. Ensure that the arrow points towards the marking (B) on the fuel tank
- Install the cap nut. Use special tool 999 5622. Press the cap nut down firmly when installing it. Tighten to 50 Nm
- Reconnect the connector (A)
- Carefully reconnect the fuel hoses. Pull the quick-release connectors to check that they are secure
- Remove the pump trolley. Fill the fuel injection system, see Draining the fuel tank, refer to Fuel Delivery and Air Induction, Service and
Repair.
Installing the protective cover for the fuel pump (FP)
Reinstall / reconnect:
- The protective cover
- The protective cover with four screws
- The floor carpet under the sill trim panel and on the sides of the backrest
- The rear seat backrests.
Fuel Tank: Testing and Inspection

Checking Diagnostic Trouble Codes (DTCs)
NOTE: No diagnostic trouble codes (DTCs) may be stored in EMS2000 if the quick test of the fuel tank system is to be carried out.
- Ignition on.
- Read off diagnostic trouble codes (DTCs)
- Any diagnostic trouble codes (DTCs) stored must be remedied and erased before the test can be carried out
Are any diagnostic trouble codes (DTCs) stored in EMS2000?
Yes - Test Complete
No - See: Activating the Leak Diagnostic

Fuel Tank: Testing and Inspection

Activating the Leak Diagnostic
Activating The Leak Diagnostic
- Start the engine and let it idle.
NOTE: The engine must be idling throughout the test.
- Activate the leak diagnostic by clicking on the VCT-2000 symbol

- Wait until the engine coolant temperature (ECT) exceeds 50 °C
- Start the leak diagnostic. YES is displayed during leak diagnostics
- Wait until the leak diagnostic is complete. Leak diagnostic active NO and leak diagnostic complete YES is displayed when the leak
diagnostic is complete.
Hint: The time taken for the diagnostic varies depending on the fault status of the fuel tank system. The diagnostic process may take up to 4
minutes.
- Read off the results of the leak diagnostic. The leak diagnostic results are read off automatically when the test has been correctly completed
- The OK status will be displayed if the control module does not detect any faults. The Not OK status, numbered 1-8 will be displayed if the
control module detects any faults. To interpret these faults, see the status definitions below
NOTE: The status types can be translated into diagnostic trouble codes (DTCs). However they are not stored as DTCs during this test.
Status definitions:
- OK = The system is free of faults
- Not OK, status 1 = Leak diagnostic pump, signal too low. (ECM-65, signal too low)
- Not OK, status 2 = Leak diagnostic pump, signal too high. (ECM-65, signal too high)
- Not OK, status 3 = Leak diagnostic pump, faulty signal. (ECM-65, faulty signal)
- Not OK, status 4 = Leak diagnostic pump, blocked hose. (ECM-66, signal too low)
- Not OK, status 5 = Leakage 0.5 mm. (ECM-68, minor leak)
- Not OK, status 6 = Leakage 1 mm. (ECM-68, major leak)
- Not OK, status 7 = Leakage larger than 1 mm. (ECM-68, Fuel tank filler cap missing)
- Not OK, status 8 = Evaporative emission (EVAP) system blocked. (ECM-6A, signal too low).
Fuel Tank: Service and Repair

Fuel Tank Draining
Special Tools
981 2270
981 2273
981 2282
999 5484
Note! Ensure that ventilation is good
Remove:
- The protective caps for the nipples.
- The engine cover.
Connect tool 999 5484 to the valve on the fuel rail in its locked position. (figure A: valve closed).
Connect adapter 999 5484 to pump trolley 981 2270, 981 2273 and 981 2282.
Do not use the pump on the pump trolley.
Un-Secure the adapter (figure B: valve open).
Remove the system relay from the engine compartment. Bridge terminals 30 and 87 (C) on the relay base. Use a cable.
The pump capacity is approximately 2 liters/min.
Note! Do not dry run the car Fuel Pump (FP). Before disconnecting tool '99 5484 empty the hose with pump 9812270 and 999 5484 in
position A.
Removing the pump trolley and filling the fuel injection system
Remove tool: 999 5484, 981 2270, 981 2273 and 981 2282
Reinstall the system relay. Reinstall the relay cover.
Fill the fuel tank.
Check for leaks.
Install the engine cover.

Fuel Tank: Service and Repair

Fuel Tank Removal and Installation
Special Tools
999 5622
999 5666
999 5972
Draining fuel tank

- Drain fuel tank according to Draining The Fuel Tank.
Disconnecting upper side
- Fold the rear seat forward

- Remove floor carpet
- Remove four screws and protective plate
- Remove metal protection cover
- Disconnect connector.
Removing splash guards

- Remove left splash guard
- Remove the two bolts from the parking brake cable bracket. Pull cable down.
Removing connections
Warning Protective gloves and protective goggles should be used for the following operations because of the risk of fuel spillage
Remove:
- fuel filler hose
- fuel filter quick-release connector, see Replacing fuel filter, refer to Fuel Filter, Service and Repair.
Note! Wipe up any spilled fuel.
- EVAP hose quick-release connector. Press in lock and pull off hose.
Note! Leave clips on the fuel line.
- purging system quick-release connector, press in lock and pull off hose
- fuel line quick-release connector press in lock and pull off hose
- EVAP system quick-release connector press in lock and pull off hose.
Removing fuel tank

- Apply rust solvent to components

- Slacken off lock nuts
- Support the fuel tank using a mobile jack with fixture 999 5972
- Remove nuts at the front and rear and remove tank straps
- Lower the fuel tank slightly and remove wiring bracket and wiring by the fuel tank and at the right heat shield
- Lower and remove the fuel tank.
Installing
Transferring fuel tank components
- Disconnect fuel lines and filter

- Transfer Fuel Pump (FP) unit
- Transfer EVAP canister unit
- Side and front heat shields. Tighten to 5 Nm.
Installing fuel tank
Note! Tighten rear nuts until the inner edges of the straps are in contact with the car body.
- Install the fuel tank under the car.
Note! Check if foam pads on top of fuel tank are correctly fitted.
- Install the wiring in the bracket and on the fuel tank and heat shield. Tighten holders
- Install the straps and finger-tighten nuts

- Tighten front nuts. Tighten to 25 Nm.
Connecting connections
- Clean all components

- Connect quick-release connectors on the EVAP and fuel lines.
Note! Check that they are secure by pulling them.
- Connect hose to fuel filler pipe

- Install the clamp. Tighten to 6 Nm maximum
- Connect purging system quick-release.
Installing splash guard
- Install left splash guard. Secure splash guard and tighten bolts.
Installing fuel pump (FP) components
- Connect connector
- Reinstall splash guard
- Install metal protection cover.
Warning Be sure to reinstall the metal protection cap. Failure of this cap may result in these components being damaged in an
impact and possibly causing fuel leakage.
- Install protective plate with four screws

- Reinstall carpet
- Reinstall rear seat

- Fill fuel tank, see Draining the fuel tank.
Finishing
Check that the fuel line and fuel pipes are installed so that they do not rub or cause rattling
Start the engine and check for fuel leakage.
Proceed to VADIS vehicle communication and carry out the leak diagnostic test.
Fuel Filler Neck: Service and Repair

Removing fuel filler pipe
Warning Protective gloves and protective goggles should be used for the following operations because of the risk of fuel spillage
- Partially drain the fuel system, see Draining the fuel injection system, refer to Fuel Delivery and Air Induction, Service and Repair.
- Remove the filler cap
- Remove the leak diagnostic filter see Replacing the leak diagnostic filter, refer to Emission Control Systems, Leak Detector.
- Pull out the rubber seal and drain hose
- Remove three bolts
- Raise the car. Clean the fuel tank hose connector (B)
- Remove hose clamps on the side of the fuel filler pipe (B) and the bolt on the side member (C)
- Remove the leak diagnostic pump line from fuel filler pipe. Press in lock and pull
- Remove the line from EVAP canister. Press in lock and pull
- Remove fuel filler pipe together with hoses.
Installing fuel filler pipe
Install fuel filler pipe.

- Tighten fuel filler pipe (finger-tighten bolt C)
- Install fuel hoses (B).Tighten clamps to a maximum of 3 Nm
- Install the leak diagnostic pipe with clip and the fuel filler pipe bracket
- Install three bolts at the top. Tightening torque 5 Nm
- Reinstall the leak diagnostic filter and pipe
- Reinstall gutter and secure the drain hose and the leak diagnostic filter pipe with a strap (D).
Finishing
Check that the fuel line and fuel pipes are installed so that they do not rub or cause rattling.
Start the engine and check for fuel leakage.
Proceed to VADIS vehicle communication and carry out the leak diagnostic test.
Idle Speed/Throttle Actuator - Electronic: Service and Repair

Removing the idle air control (IAC) valve
Remove:
- the cover over the throttle cable.
- the Idle Air Control (IAC) valve connector.
- the two screws.
- the Idle Air Control (IAC) valve and the gasket from the intake manifold.
Installing the idle air control (IAC) valve
Always use a new gasket.

- Locate the new gasket. The tab must be pointing downwards to the right.
- Tighten the Idle Air Control (IAC) valve. Tightening torque 10 Nm.
- Reinstall the cover over the throttle cable.
Throttle Position Sensor: Service and Repair

Removing throttle position (TP) sensor
- Remove throttle body.

- Clean the surface
- Remove the two screws
- Pull off sensor
- Check the components.
Installing throttle position (TP) sensor
- Clean screws and apply locking fluid, P/N 1161053

- Secure the sensor, see illustration. Turn the sensor until some opposition can be felt
- Install the two screws. Torque to 5 Nm
- Seal the screws
- Reinstall throttle body.
Throttle Cable/Linkage: Testing and Inspection
Remove the throttle body cover.

The throttle pulley should move easily without sticking.
The cable should be taut in the idling position. It must not affect the position of the throttle pulley. The throttle pulley should move towards the
idling stop. Adjust the throttle cable sleeve if necessary.
Depress the Accelerator Pedal (AP) fully. Check that the throttle pulley is in contact with the wide open throttle stop.
Install the throttle body cover.
Throttle Cable/Linkage: Service and Repair

General
- The throttle cable must never be bent at any point

- The mechanical cable must be completely in line with the cable sleeve when the throttle is completely closed
- Adjust the cable and sleeve if they are not correctly aligned by bending the cable sleeve mounting
- When the Accelerator Pedal (AP) is depressed and released the cable must run straight in and out of the cable sleeve
- If necessary, this can be adjusted by bending the Accelerator Pedal (AP) arm on the mechanical cable side.
When installing a new Accelerator Pedal (AP) the Accelerator Pedal (AP) pivot bearing must be lubricated with grease.
Removing the throttle cable
Note! Automatic transmissions: The kickdown switch is integrated in the throttle cable from and including model year 98 onwards.
Remove from the engine compartment:

- the engine cover above the Throttle Body (TB)
- the cable with the throttle in the wide open position
- the circlip (A). Remove the cable sleeve from the cable mounting
- Automatic transmission from model year 98: the connector from the kickdown switch.
Remove from the passenger compartment:

- the lower dashboard.
Note! Remove the vacuum unit from cars with cruise control.
- press in the cable (B). Remove the throttle cable from the pedal
- the throttle cable from the firewall by press in the clips (C), first on one side and then on the other
- remove the cable.
Installing the throttle cable

Engine compartment:
- check the rubber on the cable

- insert the throttle cable through the cowl panel. Press it until it clicks.
The passenger compartment:

- connect the cable to the pedal. Ensure that the lock engages
Note! Cars with cruise control: Install the vacuum unit.
- install the lower dashboard.
Engine compartment:
- Automatic transmission: install the connector for the kickdown switch
- install the cable sleeve on the cable mounting. Snap the clamp (B) into place
- connect the cable to the Throttle Body (TB).
Checking and adjusting the throttle pulley and throttle cable

See Checking / adjusting the throttle pulley and throttle cable, refer to Adjustment.
Turbocharger: Testing and Inspection

Quick Check of the Turbocharger (TC)
Switching off the engine to listen to the Turbocharger (TC) with the engine off
Normally the moving parts in the Turbocharger (TC) stop slightly after the engine.
If this does not happen:
Remove the air intake hose from the compressor housing.
Check whether:
- The turbine is rotating
- The axial and radial play feels normal
- The turbine does not rub against the compressor housing.
Replacing the turbocharger (TC)

Turbochargers (TC) have previously been replaced unnecessarily.
Before replacing the turbocharger (TC): Check the play to see if the bearings are worn.
If the Turbocharger (TC) needs replacing:
- Plug all the terminals on the old Turbocharger (TC) before it is sent away.

Checking Boost Pressure With Manometer While Test Driving Car
Special Tools
999 5230
Note! In order to ensure that the output of the turbo unit is correct, it is possible to measure the boost pressure.
Caution Excessive boost pressure can cause serious engine damage.
Connect the measuring equipment
- Remove the turbo control valve from the Air Cleaner (ACL) housing
- Remove the red marked hose from the turbo control valve.
Note! If it is not possible to pull it away, cut the hose.
- Connect manometer 999 5230 with a T-piece in between.
Note! Route hose with manometer inside the passenger compartment and hang up the manometer vertically.
Warning Test drive on a quiet road. Drive safely. Abide by local traffic regulations and speed limits while test driving.
Measure the boost pressure
Drive at approximately 1800 r/min in 2nd gear.

Fully depress the accelerator pedal.
Apply the brakes while depressing the accelerator pedal at an engine speed of max. 5500 r/min so that full boost is obtained.
Full boost should be between 1800-5500 r/min.
Important: Do not brake for longer than 5 seconds, otherwise serious damage may be caused to the braking system.
Check the boost pressure and basic boost pressure values at full load.
If the test values differ from the above values, adjust the Boost Pressure Control (BPC) valve see Checking and adjusting boost pressure control
valve on Turbocharger (TC), refer to Wastegate Actuator, Adjustment
Measure the basic boost pressure
Remove the turbo control valve wiring connector and carry out the same test drive as when measuring boost pressure.
Note! These values are the basic values in "limp home" mode. If no repairs are required then continue with (A3)
Repairs
If the test values differ from the above values, read off the DTCs from the EMS 2000 system.
Note! Fault code ECM-2D will be stored due to the disconnected turbo control valve.
Check the turbocharger inlet and outlet system for leakage, blockage and unusual noises.
Check that compression, sparkplugs, timing, fuel pressure, lambda, CO content, etc are functioning correctly/are correctly adjusted.
Check that the correct fuel octane is used.
If the boost pressure is correct and well adjusted but there is still power dissipation, first try a new EMS 2000 ECU and check the performance
again.
If the result is the same, there is an internal fault. Replace the turbo charger.
Remove the special tool

- Remove the measuring equipment and reinstall the hose and the hose clamp
- Connect the connector to the turbo control valve
- Install the turbo control valve to the Air Cleaner (ACL) housing
- Read off the diagnostic codes and erase all stored codes.
Note! Fault code ECM-2D will be stored because the turbo control valve is disconnected.

Checking Air and Vacuum Hoses
The following points should be carefully checked if leakage is suspected. Both the hoses and hose connections must be checked.
- The upper charge-air pipe
- The Turbocharger (TC) control valve and the Boost Pressure Control (BPC) valve
- The brake servo
- The crankcase ventilation
- The Mass Air Flow Engine (MAP) sensor
- The air intake hose
- The Turbocharger (TC) control valve
- The Throttle Body (TB)
- The lower charge-air pipe
- The Idle Air Control (IAC) valve
- The EVAP charcoal filter
- The Canister Purge (CP) valve
- The vacuum connections on the intake manifold
- The Charge Air Cooler (CAC)
- The intake manifold and the gasket
- The crankcase ventilation and the oil trap
- The fuel pressure regulator
- The injectors and seals
- The exhaust system.
The following points should be carefully checked if leakage is suspected. Both the hoses and hose connections must be checked.
- The pressure regulator for the Idle Air Control (IAC) valve
- The Charge Air Cooler (CAC)
- The Turbocharger (TC) control valve
- The EVAP system
- The crankcase ventilation.

Checking Air Intake System
Special Tools
981 4215
999 5544
999 5545
Preparations
- Check that all hoses are intact and are in the correct position with the hose clips tight.
Connect tools
- Disconnect the fresh air hose from the MAF sensor

- Connect the tool 999 5545 and the pressure regulator 999 5544 to the hose and tighten the hose clamp
- Use the hose clamp to block the crankcase ventilation hose
- Remove the oil filler cap
- Disconnect the bottom hose from the Canister Purge (CP) valve.
Checking procedure
- Adjust the regulator until the pressure gauge reads max. 0.3 bar
- A gentle hissing sound can be heard from the oil filler opening due to the opening of an intake valve and leakage of the cylinder pressure past
the piston rings.
- Check the components and the connections as per sections Checking air and vacuum hoses, turbocharged engines
- Coat the connections with soapy water if unsure whether a leakage is present
- Bubbles are permissible around the throttle spindle
- Small bubbles are permissible between the Throttle Body (TB) and the intake hose (if of plastic). No bubbles are permissible with rubber
hose
- Check for air leakage from the Canister Purge (CP) valve. No leakage is permissible.
Turbocharger: Service and Repair

Prerequisites
Remove:
- The complete Air Cleaner (ACL), see Replacing the Air Cleaner (ACL), refer to Air Cleaner Housing, Service and Repair.
- the engine cover
- the heat shield from inlet manifold / Turbo Charger (TC).
Remove the air hoses from turbo charger (TC)
- Remove the hoses from the Turbocharger Control Valve (TCV)

- Unscrew the hose clamp and disconnect the air inlet hose from the turbo.
Remove turbocharger (TC) upper charge air pipe

Remove:
- the connector cover

- the clamps, and undo the upper charge air-pipe.
Draining coolant
See Replacing coolant, refer to Cooling System.
Remove heat shield from fireball

Remove the nuts and take the heat shield off.
Remove oil and water hoses from turbo charger (TC)

Undo:
- the upper and lower TC coolant pipes

- the upper TC oil pipe
- the clamp from the lower oil pipe
- the banjo bolt from the oil pipe at the engine side. Catch spilt oil.
Remove the two lambda sonds
Remove the two lambda sonds, see Replacing lambda sond front and Replacing lambda sond rear, refer to Computers and Control System,
Oxygen Sensor.
Remove exhaust down pipe from exhaust manifold

- Remove the nuts

- Pull the exhaust down pipe downwards
- Remove the gasket.
Remove turbocharger (TC)
- Remove the TC exhaust manifold nuts

- Remove the hoses from the Turbocharger Control Valve (TCV). Mark the hoses
- Pull the Turbocharger (TC) from the exhaust manifold
- Pull the oil return pipe carefully out of the engine block
- Rotate the Turbocharger (TC) and remove it
- Seal the holes in the engine.
Remove parts from turbocharger (TC)

Remove:
- the two hoses

- the oil return pipe and the gasket
- the catalytic converter.
Replacing the Boost Pressure Control (BBC) valve

See Replacing Boot Pressure Control (BPC) valve, refer to Wastegate Actuator, Service and Repair.
Replacing the bypass valve

Remove:
- the three bolts

- the diaphragm and the cover.
Check the diaphragm valve.
Install the diaphragm and the cover.
Tighten the three bolts.
Installing parts on turbocharger (TC)

Install:
- the gasket and mount the oil return pipe on the Turbocharger (TC)
- the two hoses
- the catalytic converter.
Installing turbocharger (TC)
Clean the manifold surface carefully.

Position the Turbocharger (TC) on the exhaust manifold.
Install a new O-ring on the oil return pipe.

Push the oil return pipe into the engine block.
Tighten the nuts. Tightening torque 45 Nm.
Install catalytic converter
Install catalytic converter, see Replace catalytic converter, refer to Emission Control Systems.
Install oil supply pipe at engine side and turbo charger (TC)
Note! Undo the water pipe cap-nut and bend the pipe away. Tighten the cap nut afterwards to 25 Nm.
Install new rings on the bolt, use some grease on the engine.
Install the pipe with new rings on the turbo.
Install oil and coolant pipes

Install:
- the lower coolant pipe, tighten to 25 Nm

- the upper coolant pipe, tighten to 25 Nm
- the clamp on the oil pipe. Position the clamp.
Note! Use a new copper rings for coolant pipe and upper oil-pipes.
Install the two lambda sonds
Remove the two lambda sonds, see Replacing lambda sond front and Replacing lambda sond rear, refer to Computers and Control Systems,
Oxygen Sensor.
Install exhaust down pipe

Install the exhaust down pipe.
Use a new gasket.
Tighten to 25 Nm.
Install the engine splash guard.
Install turbocharger (TC) upper charge air pipe

Install:
- the upper charge air pipe. Tighten to 6 Nm

- the connector cover.
Mount heat shield on firewall
Install the heat shield and tighten the nuts.
Install air inlet hose

- Apply soap and push the air inlet hose onto the Turbocharger (TC), tighten to 6 Nm
- Install the EVAP hoses
- Install the connector
- Install the vacuum hoses for the Turbocharger Control Valve (TCV) as marked.
Install:
- Install the complete Air Cleaner (ACL), see Replacing the Air Cleaner (ACL), refer to Air Cleaner Housing, Service and Repair.
- Fill the coolant system.
- Check the adjustment of the Turbocharger (TC), see Checking and adjusting boost pressure control valve on Turbocharger (TC), refer to
Wastegate Actuator, Testing and Inspection.
- Fit the engine cover.
Intercooler: Service and Repair

Prerequisites
Remove the front engine-bay cover.
Remove complete fan unit

See: Replace engine coolant fans, turbo engines, refer to Cooling Systems, Cooling Fan Motor.
Remove Charge Air Cooler (CAC)
Remove:
- The air inlet hose
- The idle speed hose
- The two brackets at the top
- AT: Remove the bolt, move the Charge Air Cooler (CAC) as far as possible to the right and push the air cooler out
- Lift the radiator from the intercooler fixation and move it backwards
- Take the Charge Air Cooler (CAC) out carefully.
Install Charge Air Cooler (CAC)
- Replacing the intake air temperature sensor when you replace the Charge Air Cooler (CAC)
- Install the Charge Air Cooler (CAC) carefully and position the radiator on the Charge Air Cooler (CAC).
Note! Push the oil cooler into position in the Charge Air Cooler (CAC).
- Install the two brackets and tighten to 25 Nm

- Clean the surface and fit and tighten the air inlet hose
- Fit the idle speed hose and tighten with a clamp.
Install the complete fan unit

Raise the car.
Tighten the complete fan unit.
Wastegate Actuator: Testing and Inspection

Special Tools
999 5230
999 5766
Manometer
- Use manometer 999 5230 to measure pressure during adjustment.
Connect test equipment
- Remove turbocharger control valve from Air Cleaner (ACL) housing

- Remove the yellow marked hose (A) from the turbocharger control valve
- Connect special tool 999 5230 and pressure regulator 999 5766 to the removed hose
- Connect air supply from the workshop to 999 5766.
Check the adjustment of the boost pressure control valve
- Remove the exhaust manifold heat shield.
- Turn the regulator knob from special tool 999 5766 clockwise till the value given in the list and measure the movement with a caliper gauge
- The value represents the opening of the waste gate valve measured at the end of the lever (A).
Note! Be sure that the valve is closed when the pushrod is in rest Position.
Release boost pressure control valve spindle

Remove the split pin from the lever.

Undo the nut.
Disconnect the spindle and lift it straight up.
Adjusting boost pressure control valve
- Adjust the boost pressure control valve spindle until the right value see table above.
- Reset the air pressure every time checking/adjusting.
Note! The boost pressure control valve spindle should be mounted on the lever when the lock-nut is loosened or tightened. Turning the boost
pressure control valve spindle will damage the diaphragm in the pressure regulator.
- Tighten the lock nut on the boost pressure control valve spindle to 9 Nm. Take care not to damage the diaphragm.
Reinstall/reconnect
- Install the ring and the split pin in the lever

- Remove the special tools
- Connect the hose on the turbocharger control valve and fit the clamp
- Install the turbocharger control valve on the air cleaner housing
- Install the exhaust manifold heat shield.
- Erase the Diagnostic Trouble Codes (DTCs)
- Test drive the car, accelerating to Wide Open Throttle (WOT) twice
- Check that no Diagnostic Trouble Codes (DTCs) have been stored.
Wastegate Actuator: Service and Repair

Prerequisites
Remove:
- the heat shield exhaust manifold
- the complete Air Cleaner (ACL), see Replacing the Air Cleaner (ACL), refer to Air Cleaner Housing, Service and Repair.
- the air intake hose.
Remove Boost Pressure Control (BBC) valve

Remove:
- the locking pin

- the two bolts (A)
- the vacuum hose from the valve
- the Boost Pressure Control (BPC) valve. Turn the BPC valve while removing it to disconnect the vacuum hose.
Copy adjustment from old Boost Pressure Control (BBC) valve to new one as basic adjustment
Measure the length from the pushrod of the old Boost Pressure Control (BPC) valve.
Adjust the new Boost Pressure Control (BPC) valve to the measured value.
Do not turn the shaft to avoid damage of the valve diaphragm.
Install the Boost Pressure Control (BBC) valve on the turbo charger (TC)
- Connect the vacuum hose to the BPC valve and fit the clamp
- Install the BPC valve over the pin and on the turbo unit
- Mount the two bolts (A), tighten to 25 Nm.
Install
- Install the air intake hose
- Install the complete Air Cleaner (ACL).
Check/Adjust boost pressure valve

- Adjust the Boost Pressure Control (BPC), see Checking and adjusting boost pressure control valve on Turbocharger (TC), refer to
Adjustments.
Install
- The exhaust heat shield.
Wastegate Solenoid: Service and Repair
Removing / disconnecting
- The connector.
- The Turbocharger (TC) control valve from the Air Cleaner (ACL) housing.
- The clamps and hoses on the valve.
Note! Note how the hoses are connected.
Hint: If it is difficult to pull off the hose: Cut the hose along its length at the connection.
Installing / reconnecting
- The hoses in their original positions. The clamps.
- Red (on the intake pressure side)
- Yellow (to the Boost Pressure Control (BBC) valve)
- White (to the by-pass valve)
- The valve to the Air Cleaner (ACL) housing
- The connector.
Computers and Control Systems: Description and Operation
VIDA (Vehicle Information & Diagnostics For Aftersales)

VIDA (Vehicle Information & Diagnostics for Aftersales)
During the second half of 2004, VADIS (Volvo Aftersales Diagnostic and Information System) was phased out and replaced by VIDA (Vehicle
Information & Diagnostics for Aftersales). The purpose of VIDA is to support service providers in repairing and servicing Volvo vehicles. VIDA
provides Service and Parts information, as well as diagnostic fault tracing, and software downloads. As in VADIS, these areas are integrated into
one single application. All functionality that could be found in VADIS will be found in VIDA. However, in some particular areas, e.g., the
diagnostic work flow, search functionality, and the Parts catalogue, VIDA contains considerable enhancements when compared to VADIS.
Volvo's VIDA (Vehicle Information & Diagnostics for Aftersales) system ties together service and repair data, parts data, service bulletins,
software (firmware) downloads, fault tracing and on-board diagnostic as well as other related information to decrease service time.
Much of the diagnostic information provided here is presented in a manner that assumes the technician is using the web-based Volvo diagnostic
system (VIDA) to diagnose the vehicle. Volvo does not provide any information based on performing diagnosis with a third party diagnostic tool
aside from a conversion from P Codes to Volvo ECM Codes. See: Testing and Inspection/Diagnostic Trouble Code Descriptions/P Code Charts
Reading Off the Volvo on-Board Diagnostic (OBD) System
Reading Off the Volvo On-Board Diagnostic (OBD) System
Overview
Fault information and other data can be read using VADIS/VIDA connected to the data link connector (DLC) via VCT2000. The data link
connector (DLC) is located on the left of the center console (the right of the center console for right hand drive cars). VCT2000 communicates
with the DSA control module via a standardized interface.
Volvo on-board diagnostic (OBD) system

With VADIS/VIDA it is possible to:
- Read off and erase stored diagnostic trouble codes (DTCs)
- Reset adaptations
- Activate components and functions according to certain predetermined patterns
- Continuously monitor the value and status of the input and output signals for the system
- Read off the control module identification.
To activate the Volvo on-board diagnostic (OBD) system for DSA:
- The ignition must be on
- The battery voltage must be normal.
Reading and erasing diagnostic trouble codes (DTCs)

Stored diagnostic trouble codes (DTCs) can be read off and erased using this function. The on-board diagnostic (OBD) system can identify 17
different faults in the form of diagnostic trouble codes (DTCs).
Note: Diagnostic trouble codes (DTCs) DSA-112, DSA-223, DSA-224 and DSA-233 are only stored in the DSA control module while the
ignition is on / the engine is running. When the ignition is switched off, these diagnostic trouble codes (DTCs) are erased. Therefore the engine
must be started before diagnostic trouble codes (DTCs) are read off from the control module. This is so that the control module is able to
re-check and store diagnostic trouble codes (DTCs).
Diagnostic trouble codes (DTCs) can only be erased when all diagnostic trouble codes (DTCs) have been read at least once.
Note: After the diagnostic trouble codes (DTCs) are erased the DSA function is disengaged. The DSA function is re-engaged using the DSA
switch. If no diagnostic trouble codes (DTCs) have been stored, the DSA warning lamp goes out after engagement.
Resetting the wheel adaptation

This function allows the DSA system wheel adaptations to be reset to their center positions.
Activating components and functions

This function allows the system components and functions to be activated individually. The following components can be activated:
- Torque limiting request
- DSA warning lamp, flash status.
Note: After Activation is completed, the DSA function is disconnected. The DSA function is re-engaged using the DSA switch. If no diagnostic
trouble codes (DTCs) have been stored, the DSA warning lamp goes out after engagement.
For further information about Activating components / functions. See: Testing and Inspection/Scan Tool Testing and Procedures
Reading off input and output signals

Using this function, the values and status of the control module input and output signals can be continuously read off.
Note: To obtain the relevant values, the engine must be running and the engine control module (ECM) must be initiated. The engine control
module (ECM) is initiated the first time engine speed exceeds 600 rpm.
The following parameters can be read off:

- Engine speed (RPM), value
- Load signal, value
- Throttle position (TP) sensor, position
- Torque limiting, value
- Transmission type
- Control module initialization, status
- DSA function, status
- DSA switch, status
- DSA warning lamp, lit status
- DSA warning lamp, flash status
- Stop (brake) light switch, status
- The value for the left front wheel speed
- The value for the right front wheel speed
- The value for the left rear wheel speed
- The value for the right rear wheel speed
- Left front wheel adaptation, value
- Right front wheel adaptation, value
- Left rear wheel adaptation, value
- Right rear wheel adaptation, value
- Wheel adaptation permitted, status.
Reading off the control module identification

VADIS/VIDA identifies the control module by reading a code from the memory of the module. This code contains information about the control
module P/N.
General
DSA SYSTEM OVERVIEW
General
Function in the dynamic stability assistance (DSA) antiwheel spin system
the DSA system assists the driver in holding the vehicle under control under (hard) acceleration, especially when the road surface provides less
grip than the driver anticipated.
It also makes progress possible in very slippery conditions, which would not otherwise be possible without dynamic stability assistance.
Unlike the SRS-, ABS- or SIPS-systems, the DSA system is not a safety system. It is an aid to improve control of the car.
The DSA system can be switched off, but is automatically engaged every time the ignition is switched on.
A warning lamp in the dashboard indicates the status of the DSA system.
The DSA system consists of a single control module. This control module calculates wheelspin in the driven wheels from the information about
the speed provided by the ABS control module. From this information the DSA control module calculates the torque reduction that is required.
This information is transferred to the engine control module (ECM) which decreases the torque on the driven wheels to the normal driving
conditions.
The DSA control module does not have sensors of its own. It uses the ABS system or engine control module (ECM) sensors.
The DSA control module can be activated at all speeds, both when the car is moving forwards and when it is moving backwards.
There are no functional similarities between the DSA system and the TRACS system.
- The TRACS system uses wheel braking to prevent wheelspin in one of the front wheels when the car moves off.
- The DSA system decreases the engine torque to prevent wheelspin on one or both of the driven wheels in all driving conditions.
System Overview
DSA SYSTEM OVERVIEW
System overview
The DSA control module (1) needs data about the speed of all four wheels in order to detect wheel spin. This data is provided by the ABS control
module (2). The data is transmitted continuously. The DSA control module is able to detect whether on or both of the drive wheels lose grip.
If wheel spin is detected, the DSA control module transmits a signal to the engine control module (ECM) (3) to reduce the torque. The engine
control module (ECM) reduces the torque by shutting off one or more injectors (4) in different stages.
The engine control module (ECM) communicates with the DSA control module via three communication lines.
- The first communication line is used to transfer both speed (pulse frequency / one pulse per top dead center sweep) and engine load data. The
engine load data is indicated by pulse width. Variations in the pulse width also provide additional data such as start, idling and transmission
data.
- The second communication line transmits data about the position of the accelerator pedal (AP). A pulse is transmitted every 20th millisecond.
The pulse is proportional to the given value.
- A third communication line is used for the transfer of data about torque reduction from the DSA control module to the engine control module
(ECM). This pulse frequency is 5 milliseconds. Again it is the pulse width that provides the data.
The DSA system is switched on every time the engine is started.
The DSA system can be disengaged with the DSA switch (8) on the center console. The DSA system can be reengaged by pressing the DSA
switch again. Otherwise, the system is activated the next time the ignition is switched on.
The DSA warning lamp is on the dashboard (5). This warning lamp indicates the status of the DSA system.
- The DSA warning lamp is lit for 2 seconds after the engine is started. During this time, the integrated DSA diagnostic system checks that
both the ABS control module and the engine control module (ECM) are OK.
- The DSA system is not working if the DSA warning lamp remains lit. The is either a system failure or the system has been switched off
manually.
- If the DSA warning lamp flashes while driving, the system is active and reducing the engine torque.
Diagnostic trouble codes (DTCs) from the DSA system can be read off with VADIS/VIDA. Connect VADIS/VIDA to the data link connector
(DLC) (6) via VCT 2000.
System Function
DSA SYSTEM OVERVIEW
System function
The DSA system must take account of any deviations caused by the steering wheel.. It is therefore important that no incorrect data is introduced
by the system itself and that it goes through a number of stages before the torque reduction is activated.
- When the DSA control module detects wheelspin it first determines the extent of the spin.
- The average spin of the two front wheels is calculated. Differences in wheel speed because of cornering is compensated using sensors on the
rear wheels.
- Information about the engine speed and load comes from the engine control module (ECM). The torque required from the engine is
calculated from this.
- The selected gear can be derived by comparing wheel speed with engine speed. From this the friction coefficient between the tire and road
surface can be deduced.
- Acceptable spin can be deduced from the accelerator pedal (AP) position and the friction coefficient.
- The engine control module (ECM) decreases torque by disengaging the injectors, so preventing wheel spin.
The DSA control module only sends information to the engine control module (ECM). It is this that close the fuel injection. The engine control
module (ECM) can control the injection by closing the injectors, so that one or more injectors can be closed every 4th cylinder compression. It
reduces torque in 16 stages.
- Partial closure of the injectors occurs randomly to ensure that the heat is evenly distributed.
- If the torque reduction is very small, a safety program is activated. After a given period the DSA shuts off several injectors (greater torque
reduction) to ensure that the combustion chambers are correctly ventilated.
- The DSA system functions up to maximum. It is also active while reversing.
- The DSA system aligns itself so that it is does not identify different wheel diameter as wheelspin, in cases of variable tire pressure for
example. DSA is not engaged if there is a slow puncture in one of the tires.
- Switch off the DSA system when driving on a "special spare tire". If not the system aligns itself to the diameter of the tire on the wheel. To
assist this the car should be driven slowly, then accelerated hard for approximately 4 seconds. The accelerator pedal (AP) should be released
quickly so that the engine brakes the car for approximately 4 seconds. Repeat this one more time. This procedure should be repeated when
the special spare tire is replaced by a normal tire.
Overview
DIAGNOSTIC FUNCTIONS
Overview
General
The DSA control module has an integrated diagnostic system, the Volvo on-board diagnostic (OBD) system. This system continuously monitors
itself and the input and output signals.
Diagnostic trouble codes (DTCs)

A diagnostic trouble code (DTC) is stored and the DSA warning lamp lights if the control module detects a fault. The exception is diagnostic
trouble code (DTC) DSA-122 DSA warning lamp. This DSA warning lamp cannot be activated if this fault is stored.
Faults, with the exception of diagnostic trouble code (DTC) DSA-122DSA warning lamp, disengage the DSA function. If diagnostic trouble
code (DTC) DSA-122DSA warning lamp is stored, the warning lamp cannot be used to determine whether the DSA function is engaged or not.
The DSA function is then always engaged and cannot be disengaged manually.
If the DSA warning lamp is lit, the DSA function is not operating normally or it is not engaged.
If a fault disappears for any reason (becomes intermittent) after the diagnostic trouble code (DTC) has been permanently stored in the control
module, information about the fault remains in the control module.
Other
Every diagnostic trouble code (DTC) has a counter. The counter records the number of fault-free cycles since the diagnostic trouble code (DTC)
was stored (intermittent fault). A cycle is defined as the first time the engine speed exceeds 600 rpm in the same interval in which the ignition is
switched on (the engine starts) and then switched off. If diagnostic trouble code (DTC) DSA-22 1 Load signal is stored permanently, the cycle is
defined as the first time the average wheel speed exceeds 50 km/h in the same interval in which the ignition is switched on (the engine starts) and
then switched off. When a counter is at 0, the control module interprets the fault as permanent. If the counter value is greater than 0, the control
module interprets it as no fault (intermittent fault). If the fault recurs, the counter is reset to zero. When the counter reaches 254 (i e. 254
fault-free cycles), the counter is no longer updated.
Leak Diagnostics
LEAK DIAGNOSTIC
General
Vapor from the fuel in the fuel tank is routed to and stored in the EVAP canister. It is then guided into the combustion process via the canister
purge (CP) valve and the negative pressure in the intake manifold. A leakage diagnostic has been introduced to ensure that the fuel tank system is
not leaking. This diagnostic is designed so that the system is able to detect a leak / hole 0.5 mm or larger. Diagnostics are also carried out on the
EVAP system.
The fuel tank system consists of the fuel tank, fuel filler pipe, roll-over valve, EVAP canister, canister purge (CP) valve and all cables between
these components. In order to perform diagnostics, the fuel tank system is equipped with a leak diagnostic pump. The leak diagnostic pump is
vacuum driven and pressurizes the fuel tank system. The vacuum that operates the leak diagnostic pump comes from the intake manifold via a
non-return valve. The engine control module (ECM) activates I deactivates a three-way valve in the leak diagnostic pump (vacuum / atmospheric
pressure). The pump action is obtained using a spring loaded diaphragm.
A position sensor is mounted on the diaphragm. This allows the control module to determine when the three-way valve should be activated. The
position sensor acts on a contact breaker. The contact breaker transmits a high or low signal to the engine control module (ECM). The control
module activates the three-way valve when the diaphragm is in the resting position. A vacuum is generated. The diaphragm is switched to the
active position. The three-way valve is deactivated when the control module determines that the diaphragm has reached the activated position.
The atmospheric pressure is allowed to enter and the diaphragm returns to the resting position. In order to detect leakage in the fuel tank system,
the leak diagnostic pump is used according to the description in "Leak diagnostic" below.
The diagnostic takes place once per operating cycle if the following criterion are met:
- The battery voltage must be correct
- The engine coolant temperature (ECT) and intake air temperature (IAT) must be 4-60°C
- The engine coolant temperature (ECT) must have dropped by at least 15°C since the previous operating cycle
- The atmospheric pressure must remain constant.
Function test
The diagnostic is divided into different phases in which the components involved are tested before the actual leak diagnostic begins. The
diagnostic is cancelled and a diagnostic trouble code (DTC) is stored if a fault is detected in any of the phases.
The diagnostic test works as follows:

- The system must be depressurized. The control module checks that the pump diaphragm is in the resting position. Diagnostic trouble code
(DTC) ECM-65, faulty signal, is stored if the control module registers that the position is active
- When the engine is started, a vacuum is generated in the intake manifold. The three-way valve opens a connection to the intake manifold via
the non-return valve. The diaphragm is moved to the activated position by the vacuum. Diagnostic trouble code (DTC) ECM-65, high signal,
is stored if the control module registers that the diaphragm is still in the resting position
- The three-way valve closes the connection with the intake manifold. The non-return valve closes. A connection to the atmospheric pressure
opens. The spring-loaded diaphragm must then return to resting position. Diagnostic trouble code (DTC) ECM 65, low signal, is stored if the
diaphragm does not return to the resting position.
Leak diagnostic
- The leak diagnostic pump is pulsed (A) rapidly at a rapid frequency. This is to pressurize the fuel tank system to the desired pressure (C)
- This rapid pulsing is interrupted regularly (B). This is to check that the correct pressure in the fuel tank system is reached. This is done by
gauging the time taken for the pump to switch from active to resting position using the switch in the leak diagnostic pump. The constant pulse
(A) and pressure check (B) alternate until the desired pressure (C) in the fuel tank system is obtained. If vehicle speed exceeds 40 km/h there
is no pressure check (B). The pump is activated and deactivated a fixed number of times instead. If the pressure (C) is not reached, the
control module interprets it as a leakage. Diagnostic trouble code (DTC) ECM6A, fuel tank filler cap missing, is stored
- When the pressure in the fuel tank is detected by the control module using the leak diagnostic pump, the control module begins to check for
smaller leaks (D). To do this, the control module measures the time the diaphragm takes from active to resting position. Diagnostic trouble
code (DTC) ECM-68, large leak, or ECM- 68, small leak, is stored if this time is too short
- If no leakage is detected in the fuel tank system, the flow in the evaporative emission (EVAP) system is checked for blockage. This is done
by pulsing both the canister purge (CP) valve and the leak diagnostic pump at the same time. The control module checks that the pressure in
the fuel tank drops (E). If the pressure does not drop, the control module interprets it as a blockage in the evaporative emission (EVAP)
system. Diagnostic trouble code (DTC) ECM-6A is stored. The canister purge (CP) valve is pulsed until the fuel tank system is
depressurized. The diagnostic takes place in the next operating cycle.
Description of Parameters
Description of parameters
VEHICLE SPEED
Measurement range 0-260 km/h, 0-160 miles/h. The value displays the vehicle speed. The Signal is from the ABS control module.
ENGINE SPEED (RPM)
Measurement range 0-9024 rpm.

The value indicates the engine speed (RPM). The signal is from the engine control module (ECM).
ENGINE COOLANT TEMPERATURE

Measurement range -40 degrees C to +140 degrees C.
The value indicates the engine coolant temperature (ECT).

The signal is from the engine control module (ECM).
OUTSIDE TEMPERATURE
NOTE: If the combined instrument panel is programmed to display the temperature in degrees C (degree F), the read out of the value in degrees
F ( degrees C) will not be correct.
Measurement range -40 degrees C to +60 degrees C/-40 degrees Fto +140 degrees F. The value indicates the ambient air temperature. The signal
is from the sensor.
NOTE: Only if the car is equipped with a function displaying the outside temperature.
MANIPULATED
The value indicates how long in hours the speedometer signal to the combined instrument panel has been disengaged while the car was being
driven.
FUEL VOLUME, ATTENUATED
NOTE: If the combined instrument panel is programmed to display the volume in liters(gallons), the read out of the value in gallons (liters) will
not be correct.
Fuel level signal, attenuated (liters/gallons).

The value shows the volume signal from the fuel level sensor (gasoline/ diesel)
FUEL VOLUME, CALCULATED
NOTE: If the combined instrument panel is programmed to display the volume in liters(gallons), the read out of the value in gallons (liters) will
not be correct.
Fuel level signal, calculated (liters/gallons).

The value displays the volume calculated by the combined instrument panel from the fuel level sensor signal (gasoline/diesel).
CLOCK ADJUSTMENT KNOB STATUS
The value displays the clock adjustment knob position for adjusting time.
Resting position = No time adjustment
Forward slow = Adjusting time, forward slowly.
Forward medium = Adjusting time, forward medium. NOTE Only model year 1999
Forward fast = Adjusting time, forward fast.
Backward slow = Adjusting time, backward slowly.
Backward medium = Adjusting time, backward medium. NOTE Only model year 1999
Backward fast = Adjusting time, backward fast.
TRIP COMPUTER, SET BUTTON
NOTE: Only model years 1999 and 2000.
Not depressed = Button released.

Depressed = Button depressed.
The value indicates the position of the trip computer set button.
NOTE: Only if the car is equipped with a trip computer function.
TRIP COMPUTER, RESET BUTTON
Not depressed = Button released.

The value indicates the position of the reset button for the trip computer.
TRIP COMPUTER, SELECTOR
The value indicates the position of the reset button for the mode selector. The following options can be displayed:
Model years 1999 and 2000

- Speed warning
- Average speed
- Present fuel consumption
- Average fuel consumption
- Outside temperature
- Mileage
- Range to empty fuel tank
- No selector connected. Displayed if the mode selector is disengaged.
Model year 2001

- Average speed
- Present fuel consumption
- Average fuel consumption
- Outside temperature
- Mileage
- Range to empty fuel tank
- Reset button The reset button for the trip computer is an internal switch connected to the wiring for the mode selector. This means that this
parameter can be displayed
- No selector connected. Displayed if the mode selector is disengaged.
TRIP METER, RESET BUTTON
Released = Button released.

The value indicates the position of the reset button for the trip odometer.
HIGH ENGINE COOLANT TEMPERATURE, WARNING
OFF = Warning lamp off.

ON = Warning lamp on.
NOTE: Only for diesel cars equipped with this function.
LOW FUEL LEVEL, WARNING LAMP

OUTSIDE TEMPERATURE WARNING LAMP

NOTE: Only if the car is equipped with a function displaying the outside temperature.
MILEAGE SINCE SERVICE
The value displays the distance since the last service (km or miles).
MILEAGE TO SERVICE
The value displays the distance to the next service (km or miles).
ENGINE HOURS SINCE SERVICE
The value displays the number of engine hours since the last service.
ENGINE HOURS TO SERVICE
The value displays the number of engine hours until the next service.
TIME SINCE SERVICE
The value displays the time since the last service.
TIME REMAINING UNTIL SERVICE
The value displays the time until the next service.

Description of Parameters
Part 1 Of 3
Part 2 Of 3
Part 3 Of 3
Description of Activations
Hint: Activate components and/or functions by clicking the VCT2000 symbol.
Note! Components cannot be activated when the engine is running.
Many of these activations will cause the Fuel Pump (FP) to start. This is because the system relay is activated to supply the components with
power.
Reading Off Parameters

Note! To obtain the relevant values, the engine must be running and the Engine Control Module (ECM) must be initiated. The Engine Control
Module (ECM) is initiated the first time engine speed exceeds 600 rpm.
Certain values may deviate from the values listed in DSA signal description. This is because the values given by VADIS/VIDA are calculated and
filtered by the DSA control module.
Part 1 Of 3
Part 2 Of 3
Part 3 Of 3
Activating Components / Functions

Note!
^ To activate components, the engine must be idling. Activation occurs for approximately 20 seconds.
^ After Activation is completed, the DSA function is disconnected. The DSA function is re-engaged using the DSA switch. If no Diagnostic
Trouble Codes (DTCs) have been stored, the DSA warning lamp goes out after engagement.
Abbreviations
ABBREVIATIONS
A
A/C AC Air Conditioning System (A/C System)
AP Accelerator pedal
ACL Air cleaner
C
CAC Charge air cooler****
CCM Climate control module
GEM Central electronic module
CFI Continuous fuel injection
CKP Crankshaft position
CMP Camshaft position
CTP Closed throttle position
D
DI Distributor
DLC Data link connector (DLC)
DTC Diagnostic trouble code
DTM Diagnostic test mode (DTM)****
DSA Dynamic Stability Assistance
E
ECC Electronic climate control with air conditioning (A/C)
ECM Engine control module
ECT Engine coolant temperature
EGR Exhaust gas recirculation
EI Electronic ignition
EVAP Evaporative control system
F
FC Fan control
FP Fuel pump
G
GEN Generator
H
HO2S Heated oxygen sensor
I
IAC Idle air control
IAT Intake air temperature
ICM Ignition control module
K
KS Knocksensor
M
MAF Mass air flow
MAP Manifold absolute pressure****
MCC Manual climate control with air conditioning (A/C)
MFI Multiport****fuel injection
MIL Malfunction indicator lamp
N
NTC Negative temperature coefficient
O
02S Oxygen sensor (not heated)
OBD On-board diagnostic system
P
PAIR Pulsed secondary air injection system
PNP Park / neutral position (shift-lock) switch****
PTC Positive temperature coefficient
PWM Pulse width modulated
R
RPM Engine speed
S
SRI Service reminder indicator
SRS Supplementary restraint system (airbag)
ST Volvo Scan Tool
STD Manual climate control without air conditioning (A/C)
T
TB Throttle body
TC Turbocharger
TCM Transmission control module
TDC Top dead center
TP Throttle position
TWC Three-way catalytic converter
V
VSS Vehicle speed sensor
W
WOT Wide open throttle
Computers and Control Systems: Locations

DSA Control Module
DSA System
Control module, DSA warning lamp and DSA switch.


Dynamic Stability System (DSA)
Dynamic stability system (DSA), Part 2 Of 2
Component Locations
Dynamic Stability System (DSA), Part 1 Of 2
Wiring Diagram
Diagram Legend can be found at "Vehicle : Diagrams : Diagram Information and Instructions : Component List." See: Diagrams/Diagram
Information and Instructions/List of Components By Component Number

Engine Compartment
Engine Compartment

Fuel Injection System
Fuel Injection System EMS 2000 Turbo, Part 3 Of 4
Component Locations
Component Locations
Wiring Diagram
Wiring Diagram

On-Board Diagnostic System (OBD System)
On-Board Diagnostic (OBD) System, Part 2 Of 2
Component Locations
Wiring Diagram
Absolute Pressure Sensor: Service and Repair

Remove fuel rail cover
- Remove cover throttle body
- Pull off fuel rail cover.
Remove MAP sensor
- Undo the connector

- Remove the bolt and take MAP sensor out.
Install MAP sensor
- Replace a new sealing ring (O-ring)

- Place sensor and tighten till 10 Nm
- Fit the connector.
Install fuel rail cover

- Place cover and press on
- Fit throttle body cover.
Intake Air Temperature Sensor: Service and Repair

Removing the temperature sensor
- Remove the front engine cover.

- Remove the temperature sensor.
Installing the temperature sensor

- Use a new sealing ring.
- Install the temperature sensor. Tighten the temperature sensor to 25 Nm.
- Reinstall the front engine cover.
Barometric Pressure Sensor: Service and Repair

Removing the atmospheric pressure sensor
- Remove the relay cover.

- Remove the screw. Remove the atmospheric pressure sensor.
Installing the atmospheric pressure sensor
- Install the atmospheric pressure sensor. Tighten the atmospheric pressure sensor to 10 Nm.
- Reinstall the relay cover.
Engine Control Module: Service and Repair

Replacing the Engine Control Module (ECM)
Preparations
Removing side panels
Remove the screw (A) on the left and right-hand sides.

Remove the side panel on the left and right-hand sides.
Switching off the ignition
Caution Switch off the ignition and wait for the engine Cooling Fan (FC) to stop running. Wait at least 30 seconds before disconnecting the
control module connector.
Replacing the control module

Removing the control module
Drill out the security screw for the security strap.
Note! Remove swarf.
Remove the security strap.

Remove the screws securing the control module.
Work the control module forward on the right hand side.

Disconnect the connector.
Installing the control module
Check that no pins or sockets are damaged on the connector or the control module.
Connect the connector on the control module.
Screw the control module into place.
Reinstall the retaining strap and a new security screw
Finishing
Ordering software
Connect the VADIS station to the car.
Select the model, model year, engine alternative and enter the chassis number in the vehicle profile.
Order software according to the description in
Programming the control module

Program the control module according to parts supplier.

Read off and erase diagnostic trouble codes (DTCs).
Screw the Engine Control Module (ECM) into place.
Tighten the security screw.
Reinstall the side panels on the left and right-hand sides.
Test the function.
Engine Control Module: Service and Repair

Programming A New Control Module
Ordering Software
Ordering Software
PIN codes must be programmed into the control module after a new EMS2000 engine control module (ECM) has been installed in the car. The PIN
codes are retrieved from the Volvo central database.
The new control module must be installed in the car before this programming is carried out. The malfunction indicator lamp (MIL) will flash on a
new control module until the programming is complete.
NOTE: A new control module which is installed and programmed in a car is adapted for that particular car only. The engine control module
(ECM) must not be moved to another car.
Order software for S/V 40 according to.
After performing this procedure See: Programming Engine Control Modules (ECMs)
Programming Engine Control Modules (ECMs)

Programming Engine Control Modules (ECMs)
CAUTION
Programming can take place when the software is available.
Program the engine control module (ECM) for S/V 40.

Engine Speed Sensor: Service and Repair

Remove
- Air Cleaner (ACL), see Replacing the Air Cleaner (ACL), refer to Fuel Delivery and Air Induction, Air Cleaner Housing.
- Engine cover.
Removing engine speed (RPM) sensor from engine
- Clean area around sensor

- Remove bolt and lift out sensor
- Release cable guide and remove engine speed (RPM) sensor wiring
- Pull cable upwards.
Removing engine speed (RPM) sensor
- Remove the two hose clamps from protective tube

- Carefully pull out the sensor
- Remove the relay cover and cut the tie strap
- Disconnect connector and lift off engine speed (RPM) sensor.
Installing engine speed (RPM) sensor

- Connect connector
- Clamp cable to the bracket with tie strap
- Route the cable via the protective tube to the cylinder head
- Close protective tube with two hose
- Reinstall relay cover.
Installing engine speed (RPM) sensor on the engine

- Route the cable downwards

- Secure and tighten the cable guide
- Clean the sensor mounting surface
- Install engine speed (RPM) sensor. Tightening torque 10 Nm.
Reconnect
- Air Cleaner (ACL).
- Battery.
Oxygen Sensor: Service and Repair

Front
Removing heated oxygen sensor (H02S) wiring
Remove relay cover and disconnect connector from front (black (2)) or rear (white (1)) Heated Oxygen Sensor (H02S),
- Undo the cable wiring at the 3 fixing points
- 2 = black
- 1 = white.
Removing heated oxygen sensor (H02S)
- Apply rust removing agent

- Remove Heated Oxygen Sensor (HO2S)
- Remove the sealing ring.
Installing heated oxygen sensor (H02S)
- Install a new seal ring. Apply copper paste (P/N 1161035-9) to the entire thread length. Tighten Heated Oxygen Sensor (HO2S) to 55 Nm
- Place cable upwards.
Installing heated oxygen sensor (H02S) cable and connector

Note! Adjust wiring connections so that it does not come into contact with the exhaust system.
- Route cable and tighten at 3 places

- Connect connector and tighten cable to bracket
Oxygen Sensor: Service and Repair

Rear
Removing heated oxygen sensor (H02S) wiring
Remove relay cover and disconnect connector from front (black (2)) or rear (white (1)) heated oxygen sensor (H02S).
- Undo the cable wiring at the 3 fixing points
- Raise the car for the rear (lower) sensor.
Removing heated oxygen sensor (H02S)
- Apply rust removing agent

- Remove Heated Oxygen Sensor (HO2S)
- Remove the sealing ring.
Installing heated oxygen sensor (H02S)
- Install a new seal ring. Apply copper paste (P/N 1161035- 9) to the entire thread length. Tighten Heated Oxygen Sensor (HO2S) to 55 Nm
- Place cable upwards
- Lower the car for the rear (lower) sensor.
Installing heated oxygen sensor (H02S) cable and connector
Note! Adjust wiring connections so that it does not come into contact with the exhaust system.
- Route cable and tighten at 3 places

- Connect connector and tighten cable to bracket
Transmission Position Switch/Sensor: Service and Repair

Replacing the gear-shift position sensor
Special tools: 9995-475
Removal
Preparations
Remove:
- The battery.
- The air cleaner (ACL) housing assembly, see Replacing the air cleaner (ACL).
- The battery shelf.
- The tie straps from the cable harness for the sensor. (The straps can be reused.)
Disconnect the 10-pin connector from the sensor.
Removing the gear-shift position sensor
Remove:
- The transmission cable from the lever.
- The lever.
- The nut, the locking washer and the rubber washer for the gear shift linkage rod.
- The dip stick pipe. Lift up the pipe and turn it to one side.
- The mounting screws for the gear-shift position sensor (two).
Carefully lift the sensor from the gear shift linkage rod.
If the metal tongue on the gear-shift position sensor gets stuck on the transmission cable bracket:
Remove the bracket and put it to one side.
Installing, adjusting and checking Installing the gear-shift position sensor

Ensure that the holder / spacer for the solenoid cable harness is in position.
Install:
- The sensor. Finger tighten the mounting screws.
- The rubber washer, the lock washer and the nut for the gear shift linkage rod. Lock the nut with the washer.
Adjusting and checking

Adjust the gear-shift position sensor.
Installation, continued
Install:
- The bracket for the dip stick pipe. Ensure that the O-ring is in position.
Tighten the nut Torque: 25 Nm
- The lever on the gear shift linkage rod.
Torque: 16 Nm
- The transmission cable on the lever with a washer and retaining clip. Apply a small amount of grease (P/N 1161241-3) to the lever shaft
journal. If the transmission cable bracket was removed: Install the bracket. Adjust the transmission cable.
Installing connectors / cable harnesses

Connect the gear-shift position sensor connector. Install the connector on the bracket.
Clamp the cable harness for the sensor to the cable harnesses for the solenoids and oil temperature sensor.
Clamp the cable harnesses under the transmission cable harness and the gear-shift position sensor.
Installing engine compartment components
Install:
- The battery shelf
- The air cleaner (ACL) housing assembly, see Replacing the air cleaner (ACL).
- The battery
Checking diagnostic trouble codes (DTCs)

Check and erase any diagnostic trouble codes (DTCs). Check the positions of the gear-shift position sensor. If it is not possible to use VCT 2000
as a handheld test tool, use the Volvo Scan Tool (ST) as the test instrument instead. To connect the Volvo Scan Tool (ST), see Connecting the
Volvo Scan Tool (ST).
Variable Valve Timing Solenoid: Service and Repair

Remove the cover from the timing gear
Removing the variable valve timing system
- Remove the connector and the wiring beside the connector

- Remove the screw
- Carefully pull the device off
- Remove the O-ring.
Install the variable valve timing system
- Wipe up any spilled oil. Clean the mating surfaces

- Install a new O-ring
- Position the system. Turn the system into the correct position
- Install the bolt. Tighten to 8 Nm
- Connect the wiring.
Install the cover on the timing gear

Start the engine. Check for leakage.
Vehicle: Specifications
Air Bag Systems

Electrical Specifications
Control module
Battery
Battery
System Voltage
Capacity
* Cold Start Amps (CCA) is the discharge current which a battery can provide for 30 seconds, at a temperature of -18°C (0°F) without voltage
dropping below 7.2 V.
Reserve Capacity (RC) is the time taken at a temperature of +27°C (81°F) and a discharge current of 25 A to reduce the voltage of a fully charged
battery to 10.5 V.
System Specifications
Generator
Alternator B4204T2/T3
Charging Regulator
Test Values
1 Phase. A low range ohmmeter should be used.

Alternator
Generator
Charging Regulator
Test Values

Voltage Regulator
Generator
Charging Regulator
Test Values
Resistance 14.5 +/- 0.4 ohms

At 68.0 degrees F
Resistance 12.0 +/- 0.4 ohms

At 68.0 degrees F
Base Timing
Base Timing
Engine Type Ignition System Engine RPM Timing
B4204T2/T3 EMS 2000 750 0 - 15 +/- 3 deg BTDC
Pressure Regulating Solenoid, A/T

Component resistance values
The resistance values assume a temperature of +20°C unless otherwise stated.
Shift Solenoid, A/T

Transmission Speed Sensor, A/T

Transmission Temperature Sensor/Switch, A/T

Alignment
Wheel Alignment Specifications
Wheel Camber Specifications - Front
(1) The maximum permitted difference between the right and left wheels is 0.68° or 40'.
(2) Applies to 2001-, identify the chassis type.
(3) Shows the angle in degrees, minutes, and seconds.
(4) USA 2000-, must be adjusted for USA 2002-.
(5) OCC = overseas comfort chassis.
Wheel Camber Specifications - Rear
(1) The maximum permitted difference between the right and left wheels is 0.68° or 40'.
(2) Always adjust the toe-in after adjusting the camber angle.
(3) Shows the angle in degrees, minutes, and seconds.

(4) Applies to 2001-, identify the chassis type.
(5) Adjust cars with sport or dynamic chassis equipped with nivomat to these values.
Gear Ratios
Gear ratios
Ratios, Final Drive

Ratios, final drive
B4184S ................................................................................................................................................................................................................ 3.095:1

B4204S ................................................................................................................................................................................................................ 3.095:1
Torque Converter
Torque converter
Tightening Torques
Tightening torques
Stall Speed (RPM), Line Pressure (MPA)

Stall speed (rpm), line pressure (MPa)
Stall speed at sea level and ambient air temperature of 20°C. Engine speed (RPM) decreases by 120 rpm per 1,000 m meters (3,300 feet) above se
CAUTION: Maximum time for stall speed test: 5 seconds.
Gear Shifting Speeds, km/H

Gear shifting speeds, km/h
The AW50- 42 automatic transmission is equipped with a "mode selector" with three different driving modes:
Economy(E), Sport (S) and Winter (W). Gear shift speeds and mechanical lock-up vary depending on which mode is selected and which gear (D,
The speeds in the table should be used as guidelines. This is because it is difficult to take exact readings while test driving the car.
1) E=Economy, S=Sport, W=Winter.
Gear selector in position D.
Mechanical Lock-Up
Mechanical Lock-up
Mechanical lock-up of the torque converter occurs at various speeds depending on the driving mode (Economy (E), Sport (S), Winter (W) and gea
The speeds in the table must be used as guidelines. This is because it is difficult to take exact readings of speed and throttle opening while test driv
1) E=Economy, S=sport, W=Winter.
Gear selector in position D.
Flex Plate, A/T

Carrier Plate
Tighten to .......................................................................................................................................................................................... 45 Nm (33 ft lb)
Tighten an additional ............................................................................................................................................................................................. 50°
Axle Nut
Drive Shaft Nut
Stage 1 ........................................................................................................................................................................................... 120 Nm (89 lb. ft.)
Stage 2 ................................................................................................................................................................................................................. +60°
Thickness Minimum 2.0 mm

Applies to both front and rear.
New 9.4 mm
Thickness New 24 mm
Discard 22.1 mm
Lateral throw (runout) 0.04 mm

with disc removed
Thickness New 10 mm
Discard 8.9 mm
Lateral throw (runout) 0.04 mm

with disc removed
Thickness Minimum 2.0 mm

Applies to both front and rear.
New 9.4 mm
Brake Rotor/Disc
Dimensional Specifications
Front Brake Disc Minimum Disc Thickness ............................................................................................................................................... 21.50 mm
Rear Brake Discs Minimum Disc Thickness ................................................................................................................................................ 8.40 mm
Maximum Permitted Lateral Runout:
Front Or Rear .......................................................................................................................................................................................... 0.04 mm
Tightening Torques
Alternator B4204T2/T3 and Charging Regulator
Alternator
Tightening Torques

Voltage Regulator
Tightening Torques
Compressor Clutch
TTTO27 Checking clearance
- Check clearance between coupling plate and pulley using a feeler gauge:
- clearance should be between 0.3 and 0.5 mm (0.012 in and 0.020 in).
- 0.3 mm (0.012 in) clearance all the way round
- 0.6 mm (0.024 in) should not go in anywhere
- If clearance is not within the stated values; Replace shims. The following dimensions are available:
- 0.2 mm (0.008 in)
- 0.3 mm (0.012 in)
- 1.0 mm (0.039 in)
Engine Tightening Specifications
S40/V40 Engine Mechanical Torque
S40/V40 Engine Torque Cont.

S40/V40 Cylinder Head Torque Sequence
Engine Technical Specifications
S40/V40 Engine Mechanical Data
S40/V40 Engine Mechanical Cont.

Camshaft Gear/Sprocket
Timing Gear Pulley (camshafts without variable valve timing) ........................................................................................................................... 20 Nm
Timing Gear Pulley (camshafts with variable valve timing) ................................................................................................................................ 90 Nm

Engine Tightening Specifications

Engine Technical Specifications

Connecting Rod, Engine

Tightening Specifications
Connecting Rod cap
Stage 1 ........................................................................................................................................................................................................ 20 Nm
Stage 2 ..................................................................................................................................................................................... Angle-Tighten 90°
Crankshaft Gear/Sprocket
Timing Gear Pulley (camshafts without variable valve timing) ........................................................................................................................... 20 Nm
Timing Gear Pulley (camshafts with variable valve timing) ................................................................................................................................ 10 Nm
Harmonic Balancer - Crankshaft Pulley

Nut/Bolt Crankshaft Pulley ............................................................................................................................................................... 180 Nm (133 ft lb)
Piston, Engine
Dimensions

Tightening Torque

Valve Clearance
Valve Clearance
Intake Valve ....................................................................................................................................................................................... 0.20 mm ± 0.03
Exhaust Valve .................................................................................................................................................................................... 0.40 mm ± 0.03
Intake Manifold
Intake Manifold To Cylinder Head ....................................................................................................................................................... 19 Nm (14 ft lb)
Oil Pump, Engine

Oil Pump on Engine ............................................................................................................................................................................. 10 Nm (7.4 ft lb)
Oil Suction Line .................................................................................................................................................................................... 17 Nm (13 ft lb)
Tension Bolt On Block ......................................................................................................................................................................... 20 Nm (15 ft lb)
Timing Belt Tensioner
Tension Bolt On Block ......................................................................................................................................................................... 20 Nm (15 ft lb)
Manifold Cylinder Head Side 25 Nm
Turbocharger (TC) To Manifold 25 Nm
Firing Order
Firing Order
1-3-4-2
Engine Speed 750 rpm
Spark Plug
Spark Plugs
Volvo P/N: .................................................................................................................................................................................................. 86 90 070
Electrode gap: ..................................................................................................................................................... 0.70 - 0.80 mm (0.027 - 0.0315 in)
Coolant Pump Bolts 17 Nm

Tighten in a crosswise pattern.
Wheel Fastener
TORQUE SPECIFICATIONS
Wheel Stud ...................................................................................................................................................................................... 110 Nm (81 ft lb)
Automatic Transmission/Transaxle
Line pressure (MPa) at engine coolant temperature (ECT) +80°C, idling speed (rpm)
Compression Check
Compression Pressure
Measured with the engine hot and using the starter motor to turn the engine:
Compression ............................................................................................................................................................ 1.1 - 1.3 mPa (159 - 188 psi)

Maximum Difference Between Cylinder .................................................................................................................................... 0.2 mPa (29 psi)
Engine Oil Pressure
Minimum oil pressure with a new filter and a hot engine:
12.5 r/s (750 rpm) ........................................................................................................................................................................ 0.10 mPa (14.5 psi)

66.7 r/s (4000 rpm) ...................................................................................................................................................................... 0.35 mPa (50.8 psi)
Line Pressure At Injectors 43.5 +/- 1.5 psi

Above inlet manifold pressure
Pump Pressure At 12.5 Volts Max 116.0 psi
At 12.5 Volts Min 70.0 psi
Line Pressure Regulator (On Fuel Pump) 58.0 - 72.5 psi
Pump Capacity 12.5 Volts 39.6 Gal/hr gal (US)
12.0 Volts 33.0 Gal/hr gal (US)
Thermostat Begins opening 90 degrees C
Fully Open 105 degrees C
Marking 90
Transmission including cooler and hoses holds 7.7 ±0.25 liters
Fluid - A/T
Transmission Fluid
Capacity including cooler ...................................................................................................................................................................... 7.7 ±0.25 liters
Fluid Capacity 0.42 qt (US)
Brake Fluid
Brake Fluid
Brake System ....................................................................................................................................................................... 0.4 liters (0.42 quarts)

Coolant
Coolant Capacity
Capacity ................................................................................................................................................................................ 5.7 liters (1.5 gallons)

Engine Oil
Engine Oil
With filter ................................................................................................................................................................................................... 5.4L (5.7 Qt)

Without filter .............................................................................................................................................................................................. 5.0L (5.3 Qt)
Volume Difference Max-Min ..................................................................................................................................................................... 1.9L (2.0 Qt)
Power Steering Fluid
Power Steering
Capacity .................................................................................................................................................................................... 1 liter (1.05 quarts)

Refrigerant
Refrigerant Capacity
Capacity .................................................................................................................................................................................... 850 Grams (32 oz.)

Refrigerant Oil
Refrigerant Oil
Oil Capacity ......................................................................................................................................................................................... 180 cc (6 oz.)

Washer Fluid
Windshield Washer Reservoir:
Fluid Capacity [1] .......................................................................................................................................................................................... 3.9 qt (US)
_________________________
[1] Capacity is approximate.
Automatic Transmission
Transmission Fluid ................................................................................................................................................... ATF Dextron III and Mercon
Fluid - A/T
Automatic Transmission
Transmission Fluid .......................................................................................................................................................... ATF Dextron III and Mercon
Fluid Type
Fluid Type
Fluid Type DOT 4+
Brake Fluid
Brake Fluid
Brake Fluid Type .......................................................................................................................................................................................... Dot 4+
Volvo Part Number ...................................................................................................................................................................................... 9437433

Coolant
Engine Coolant
Type ......................................................................................................................................................................................... Volvo Original Coolant

Note: Volvo Original Coolant comes in different colors, it may be green, blue-green, red, or orange. Make a note of the color of the engine co
Engine oil
Viscosity Chart
Use engine oil that meets or exceeds the ILSAC GF-2 specification as well as the ACEA A1, API SJ, SJ/CF and SJ/Energy Conserving specification
Oil additives must not be used.

Engine Oil
Engine Oil
Grade .................................................................................................................................................. API SJ, SJ/CF, SJ/EC, ACEA A1, ILSAC GF-2
Below 30° C (86° F) ............................................................................................................................................................................................ 5W-30
-20° to 40° C (-4° to 104° F) .............................................................................................................................................................................. 10W-30
Fuel
Octane rating:
Volvo engines are designed for optimum performance on unleaded premium gasoline with an octane rating AKI of 91, or above. AKI (ANTI KNOC
The minimum octane requirement is AKI 87 (RON 91).
Refrigerant
Refrigerant
Refrigerant Type ............................................................................................................................................................................................. R134a

Refrigerant Oil
Refrigerant Oil Type
Refrigerant Oil Type .......................................................................................................................................................................................... PAG

Power steering fluid
Type ................................................................................................................................................................................................. Pentosin CHF 11S

Do not mix with other hydraulic fluids
Power Steering Fluid
Power steering fluid
Type ................................................................................................................................................................................................. Pentosin CHF 11S

Do not mix with other hydraulic fluids
Wheels and Tires
2000 VOLVO S40 1.9 Liter L4, FI, GAS
Front & Rear Tires

Tire Size ...................................................................................................................................................................................................... 195/60R15
Load Index ................................................................................................................................................................................................................ 88
Speed Rating .............................................................................................................................................................................................................. V
Inflation - Front .................................................................................................................................................................................................. 32 psi
Inflation - Rear ................................................................................................................................................................................................... 29 psi
Lug Torque ........................................................................................................................................................................................................ 81 ft-lb
.
Vehicle: Diagrams
How to Use the Wiring Diagrams

The diagrams of the large complicated components are divided into sub-diagrams. These are designated 1(3), 2(3) and so on.
Battery (1/1), ignition switch(3/1) and central electrical unit (11B) in the passenger compartment are always at the top of the diagram.
The connection for this central electrical unit (J1, J14 and so on) are on the page Relay box in the passenger compartment
A Fuses
The fuses are divided between the central electrical units. The fuses in the engine compartment start at 11A. The fuses in the passenger
compartment start at 11B. There are also larger fuses in the engine compartment. These are indicated in the diagram by thick lines.
B Diagram
There are tables for certain components (the ignition lock for example) which display which terminals are electrically connected to each other at the
various switch positions.
C Reference
Reference to a component that does not have any direct relevance to the open diagram.
D Junction
This is a junction in the cable harness.
E Control module
All control modules are gray. Any references to a control module are in gray blocks.
F Connector
Connector with terminal number (24/xx is always a connector).
G Component
Each component has a component designation. There is a foldout list of components at the back of this book.
H Ground terminals
Connector 31/1-2 means that the two ground terminals in the engine compartment are connected to each other. All components in the engine
compartment are connected to this terminal, see "ground terminals".
See: Power and Ground Distribution/Locations
I Type number
The first part of the component designation indicates which type of component it is.
1 Battery
2 Relay
3 Contact breaker
4 Control modules
5 Instruments
6 Motors
7 Sensors
8 Components
9 Heater pad
10 Lighting
11 Fuses
15 Distribution rails (voltage supply, ground terminal etc.)
16 Audio
17 Diagnostic system
19 Gauges
20 Components (ignition and resistor)
23 Junction in the cable harness
24 Connectors
31 Ground terminals
J Terminal diagram for connectors
K Distribution rail
Distribution rail in the relay holder under the dashboard, see "distribution rails".
L Location of components in the car
For the routing of cable harnesses, see "cable harnesses". This also displays where the components and the connectors connect to the cable harness.
See: Harness
Wire Color Code Identification and Other Abbreviations

There are a number of abbreviations in the book. These are explained below.
Countries/Markets
A = Austria
AUS = Australia
B = Belgium
CDN = Canada
CH = Switzerland
D = Germany
DK = Denmark
E = Spain
EU/OS = Markets outside USA and Canada
FIN = Finland
GB = United Kingdom
JP = Japan
KOREA = Korea
N = Norway
NL = Holland
S = Sweden
WEU = Western Europe
Colors
BL = Blue
BN = Brown
GN = Green
GR = Gray
OR = Orange
P = Pink
R = Red
SB = Black
VO = Violet
W = White
Y = Yellow
Other
ABS = Anti-lock brakes

AC = Air Conditioning System (A/C System)
ACC = Accessories
ACC CONN= Accessories connector
AT = Automatic transmission
CDL = Central locking system

CEM = Central electronic module
Cruise = Cruise control
DH = Twin headlamps
Diesel = Diesel
DSA = Dynamic stability system
ECC = Electronic climate control

EMS 2000 = Ignition control module (ICM) EMS 2000
FL = Left front
FR = Right front
HL = High equipment level
IC = Information center
LHD = Left hand drive

LL = Standard equipment level
Petrol = Gasoline
MAF = Mass Air Flow

MAP = Manifold absolute pressure
MELCO 1 = Ignition control module (ICM) MELCO 1
MSA 15.5 = Ignition control module (ICM) Diesel
MT = Manual transmission
RHD = Right hand drive

RL = Rear left
RR = Rear right
SH = Single headlamp
Siren = Siren
SRS = Safety restraint system
TCU = Automatic transmission control module
VGLA = Central locking/anti theft alarm (lock/alarm) control module
Engine variants
B4164S = Gasoline (petrol) engine

B4184SM = Direct injection gasoline (petrol) engine
B4204T = Low-pressure gasoline turbocharged engine
B4194T = High-pressure gasoline turbocharged engine
D4192T = Diesel turbocharged engine
Cars With SRS (Air Bag)/SIPS Bag

WARNING
Cars equipped with a Supplemental Restraint System (SRS)/SIPS bag must be treated extra carefully when repairs are being made. This is
to help prevent:
1. Injuries when carrying out a repair.
2. Damage or malfunction of the SRS/SIPS bag system.
Repair to either the SRS/SIPS bag itself or a related system or component must be carried out by an authorized Volvo workshop.
Is the car equipped with SRS?
Cars with SRS are most easily recognized by the SRS letters on the steering wheel pad. If the car is also equipped with an air bag on the passenger
side, the letters 'SRS' will be embossed on the instrument panel above the glove compartment. Cars with SRS are also equipped with pyrotechnic
seat belt tensioners in the B-posts.
The SIPS bags are installed in all cars. Cars with SIPS bags are recognized by the identifying labels on the windshield and on seat storage tray.
Dashboard or around steering column
Take care to avoid the SRS wiring being pinched, frayed or pierced by screws when working on the firewall, ignition switch, steering column
casings, glove compartment, instrument panel, door sills and B-posts.
Center console
The SRS collision sensor is located between the handbrake and gear lever (selector) in the center console. Never install accessories on or near the
sensor.
Repairs to steering gear and column
When carrying out repairs to the steering wheel, steering gear or column always follow the repair procedures given in the appropriate SRS
information. Read the relevant section. The contact reel in the steering column will be damaged if the steering wheel is turned more than three turns
in either direction.
Seats
The SIPS bag sensor is located in the B-post. The SIPS bag can be activated by static electricity. Refer to Vadis information, "Seats, lifting in and
out" when carrying out work on the front seats.
Test terminal
Data Link Connector socket in passenger compartment.
Modifications to May 1999 included.
Modifications introduced after the above date are not covered in this information.
See Service Bulletins as applicable.
Volvos are sold in versions adapted for different markets. These adaptations depend on many factors including legal, taxation and market
requirements.
This information may therefore show illustrations and text which do not apply to cars in your country.
List of Components By Component Number

1/1 Battery
2/7 Starter motor (immobilizer)

2/8 Heating system
2/9 Heated rear window and door mirrors
2/10 Air conditioning (A/C) compressor
2/11 Engine cooling fan (FC), speed 1
2/12 Engine cooling fan (FC)
(controlled by the air conditioning A/C)
2/13 Condenser fan for A/C
2/14 System relay for gasoline and Diesel
2/16 Power window driver's door (Autodown)
2/18 Power windows
2/19 Maximum speed blower fan motor ECC
2/21 Turn signal lamps
2/23 Shift lock
2/28 Engine cooling fan (FC), speed 2
2/30 Injectors/ignition MELCO 1
2/31 Fuel pump (FP) MELCO 1
2/33 System relay MELCO 1
2/34 Vacuum pump EMS 2000 (Turbo)
2/36 Relay glow plugs Diesel
2/37 Heater for engine coolant, relay 1
2/38 Heater for engine coolant, relay 2
2/39 Seat belt reminder
2/40 Seat belt reminder/ignition warning
2/41 Accessory relay
2/42 Trunk lid locking relay
3/1 Ignition switch

3/2 Light switch
3/3 Turn indicator/high-low beam switch
3/4 Controls cruise control
3/5 Switch warning light
3/6 Horn switches
3/7 Switch parking brake
3/10 Switch back-up (reversing) lamp
3/11 Switch windshield wipers
3/12 Switch tailgate washer/wiper
3/13 Power sun roof switch
3/14 Brake pedal switch
3/15 Clutch pedal switch
3/16 Front fog lamp switch
3/17 Rear fog lamp switch
3/18 Switch recirculation/air conditioning A/C
3/19 Switch blower fan motor
3/20 Controls blower fan motor
3/21 Switch windshield washer
3/22 Switch cargo compartment
3/24 Switch central locking
3/25 Lock switch rear door
3/26 Lock switch driver's door
3/27 Door switch driver's door
3/28 Door switch passenger door
3/29 Door switch rear left door
3/30 Door switch rear right door
3/31 Switch, heated seat, left
3/32 Switch, heated seat, right
3/33 Switch driver's side window (in the console)
3/34 Switch passenger side window (in the console)
3/35 Switch left rear window (in the console)
3/36 Switch right rear window (in the console)
3/37 Lock switch rear windows (in the console)
3/38 Switch left rear window
3/39 Switch right rear window
3/41 Control power door mirror, driver's side
3/42 Control power door mirror passenger side
3/43
3/44 Switch automatic transmission to "winter" position
3/45 Switch automatic transmission to "econ/sport" position

3/47 Pressure switch A/C
3/48 Window control, driver's door
3/50 Switch hood
3/51 Switch brake pedal for locking gear shift selector
3/53 Shift lock switch
3/54 Lock switch driver's door
3/55 Wide open throttle switch
3/56 Control panel power seats
3/57 Switch retracting door mirrors
3/58 Switch ignition warning
3/59 Switch passenger airbag
3/60 Seat belt lock driver's seat
4/3 DSA control module

4/4 SRS control module
4/5 Cruise control control module
4/9 ECC control module
4/11 Power sun roof control module
4/12 Information center
4/14 ECC fan motor speed regulation
4/15 Adjustable resistance for the headlamps beam height adjustment
4/16 Dimmer
4/18 Immobilizer control module
4/19 A/C control module
4/20 Air conditioning (A/C) compressor control module
4/23 Electronic instruments
4/26 EMS 2000 control module
4/27 Automatic transmission control module (TCU)
4/28 ABS 5.3 control module
4/30 EMS 2000 ignition
4/32 Control module MELCO 1
4/33 Control module fuel injection system MELCO 1
4/34 Control module ignition system MELCO 1
4/35 Ignition warning control module
4/37 Engine control module (ECM) MSA 15.5 D4192T2
4/38 CEM (Central Electronic Module)
Electronic central unit
4/39 VGLA control module for lock and alarm
4/40 Receiver VGLA
4/41 Ultrasonic, glass breakage sensor
5/1 Instrument panel

5/4 Display trip computer/outside temperature
6/1 Motor windshield wiper

6/2 Washer pump windshield wiper
6/3 Motor right headlamp wiper
6/4 Motor left headlamp wiper
6/5 Power sun roof motor
6/6 Starter motor
6/7 Generator
6/8 Motor blower fan passenger compartment
6/9 Motor engine cooling fan (FC)
6/10 Washer pump for rear windshield
6/11 Wiper motor for rear windshield
6/12 Cruise control vacuum pump
6/13 Fuel pump
6/14 Power antenna
6/15 Motor for headlamp beam height adjustment, left side
6/16 Motor for headlamp beam height adjustment, right side
6/17 Window lift mechanism motor driver's side
6/18 Window lift mechanism motor passenger side
6/19 Window lift mechanism motor left rear
6/20 Window lift mechanism motor right rear
6/21 Power door mirror left
6/22 Power door mirror right
6/23 Temperature - shutter motor ECC
6/24 Motor floor and defroster shutter ECC
6/25 Motor recirculation shutter
6/27 Condenser fan for A/C

6/28 Motor central locking system driver's door
6/29 Motor central locking system passenger door
6/30 Motor central locking system left rear door
6/31 Motor central locking system right rear door
6/32 Motor central locking system tailgate/cargo compartment
6/34 Motor locking system left rear
6/35 Motor locking system right rear
6/36 Deadlock driver's door
6/37 Deadlock passenger door
6/38 Deadlocked left rear door
6/39 Deadlocked right rear door
6/45 Motor power seat setting backrest rake
6/46 Motor power seat setting front of seat height
6/47 Motor power seat setting rear of seat height
6/48 Motor power seat setting seat forwards/backwards
6/49 Retractable door mirror driver's side
6/50 Retractable door mirror passenger side
6/51 EGR stepper motor
6/52 Fuel pump
6/54 Vacuum pump EMS 2000 (Turbo)
6/55 Lock motor for fuel tank filler cover
7/1 Bulb failure warning sensor rear

7/2 Fuel level sensor
7/3 Outside temperature sensor for trip computer
7/5 Engine coolant temperature (ECT) sensor for trip computer
7/6 Engine coolant temperature (ECT) sensor for Diesel
7/7 Oil pressure sensor
7/9 Brake fluid level sensor
7/10 Windshield washer reservoir level sensor
7/12 Thermostat driver's seat
7/13 Thermostat passenger seat
7/15 Heated oxygen sensor (H02S)
7/17 Vehicle speed sensor (VSS), left front wheel, ABS
7/18 Vehicle speed sensor (VSS), right front wheel, ABS
7/19 Vehicle speed sensor (VSS), left rear wheel, ABS
7/20 Vehicle speed sensor (VSS), right rear wheel, ABS
7/21 Engine speed (RPM) sensor, gasoline engines
7/22 manifold absolute pressure (MAP) sensor
Manifold Absolute Pressure
7/25 Throttle position (TP) sensor
7/26 Knock sensor (KS)
7/27 Camshaft position sensor
7/28 ECC sun sensor
7/29 ECC outside temperature sensor
7/30 ECC engine coolant temperature (ECT) sensor
7/31 ECC temperature sensor, evaporator
7/33 Engine speed (RPM) sensor, Diesel
7/34 Injector needle, Diesel
7/36 Engine coolant temperature (ECT) sensor, Diesel
7/37 Outside temperature sensor, Diesel
7/39 Fuel temperature sensor
Diesel cable harness
7/40 Vehicle lean sensor
7/47 Heated oxygen sensor (H02S) rear
7/48 Altitude sensor
7/49 Pressure sensor air conditioning (A/C)
7/50 Mass air flow (MAF) sensor
Mass Air Flow
7/52 Engine coolant temperature (ECT) sensor
7/53 Intake air temperature (IAT) sensor
7/54 Glass breakage sensor
7/55 Ultrasonic sensor
7/56 Crankshaft sensor
7/57 Camshaft position sensor (CMP)
7/58 Fuel tank pressure sensor
7/59 Throttle position (TP) sensor
7/60 Sensor air pressure/temperature/flow
7/61 Automatic transmission oil temperature sensor
7/62 Engine coolant temperature (ECT) sensor

7/63 Brake vacuum sensor
7/64 Knock sensor (KS)
7/65 Control acknowledgement
7/67 Pressure switch vacuum pump EMS 2000 Turbo
7/68 Mass air flow (MAF) sensor
7/69 Fuel injection pump D419T2
7/70 Engine coolant temperature (ECT) switch and sensor Diesel
7/71 Fuel temperature sensor in injection pump
7/72 Accelerator pedal (AP) position sensor
7/73 Sensor, side airbag, driver's side
7/74 Sensor, side airbag, passenger side
7/77 Manifold absolute pressure (MAP) sensor (USA)
7/78 Leak diagnostic pump LDP
7/79 CVVT valve
7/80 Air assisted control valve
8/1 Air conditioning (A/C) compressor (magnetic clutch)

8/2 Idle air control (IAC) valve
8/3 SRS Driver unit
8/4 SRS passenger unit
8/6-9 Injectors
8/10 Seat belt tensioner driver's side
8/11 Seat belt tensioner passenger side
8/13 Exhaust Gas Recirculation Valve (EGR Valve), Diesel
8/16 Automatic transmission
8/23 Turbocharger (TC) control valve
8/24 Canister purge (CP) valve
8/25 Power seat, driver's side
8/26 Power seat, passenger side
8/27 Canister purge (CP) valve MELCO 1
8/28 Air by-pass valve, MELCO 1
8/29 Air by-pass valve, on/off MELCO 1
8/30 Injectors MELCO 1
8/31 Stop valve D4192T2
8/32 Control valve for injectors
8/33 Side airbag driver's side
8/34 Side airbag passenger side
8/35 Alarm horn
9/1 Cigarette lighter

9/2 Rear demist
9/7 Heating power door mirror left
9/8 Heating power door mirror right
9/9 Glow plug Diesel
9/10 Preheater fuel pump (FP) Diesel
9/12 Crankcase ventilation Diesel (NTC)
9/13 Crankcase ventilation (Turbo) (PTC)
9/14 Heater element for engine coolant
10/1 Left turn signal lamp front

10/2 Right turn signal lamp front
10/3 Turn signal lamp left fender
10/4 Turn signal lamp right fender
10/5 Front left parking lamp
10/6 Front right parking lamp
10/7 Low beam left front
10/8 Low beam right front
10/9 High beam left front
10/10 High beam right front
10/11 Left front parking lamp
10/12 Right front parking lamp
10/13 Front left fog lamp
10/14 Front right fog lamp
10/15 Left stop (brake) lamp
10/16 Right stop (brake) lamp
10/17 High-level stop (brake) lamp, in center
10/18 Back-up (reversing) lamp left
10/19 Back-up (reversing) lamp right
10/20 Left license plate lamp
10/21 Right license plate lamp

10/22 Turn signal lamp rear left
10/23 Turn signal lamp rear right
10/24 Parking lamp rear left
10/25 Parking lamp right rear
10/26 Tail lamp left
10/27 Tail lamp right
10/28 Left rear parking lamp
10/29 Right rear parking lamp
10/30 Rear fog lamp, on driver's side
10/31 Roof lamp for HL with reading lamps
10/32 Roof lamp for LL
10/33 Reading lamp rear left
10/34 Reading lamp rear right
10/35 Courtesy lighting
10/36 Vanity mirror lighting
10/37 Glove compartment lighting
10/38 Roof lamp rear, 5 door
10/39 Cargo compartment lighting, 4 door
10/40 Cargo compartment lighting, 5 door (2x)
10/41 Cigarette lighter, lighting
10/42 Gear selector position lighting, Automatic transmission
10/43 Ashtray, lighting
10/44 Heater controls, lighting
10/45 Light switch, lighting
10/47 Vanity mirror lighting, driver's side
10/48 Oil pressure warning lamp
10/49 Warning lamp charge current from the generator
10/50 Brake fluid level warning lamp
10/51 Exhaust warning lamp
10/52 Warning lamp parking brake EMS 2000
10/54 ABS warning lamp
10/55 SRS warning lamp
10/56 AT warning lamp
10/57 DSA warning lamp
10/58 Fuel level warning lamp
10/59 Engine coolant temperature (ECT) warning lamp
10/60 Warning light indicator lamp
10/61 Indicator lamp lighting
10/62 High beam indicator lamp
10/63 Door open indicator lamp
10/65 Immobilizer indicator lamp
10/66 Warning lamp bulb failure warning sensor
10/67 Indicator lamp left turn signal lamp
10/68 Indicator lamp right turn signal lamp
10/69 Seat belt reminder indicator lamp
10/70 Tow hitch indicator lamp
10/71 Indicator lamp pre-heater, Diesel
10/72 Windshield washer fluid warning lamp
10/73 Front fog lamp indicator lamp
10/74 Rear fog lamp indicator lamp
10/75 Instrument lighting
10/78 Seat belt indicator lamp
10/79 Service reminder indicator lamp
10/80 Sun Sensor LED
10/81 Cruise control indicator lamp
10/82 Parking lamp integrated with turn signal lamp, left
10/83 Parking lamp integrated with turn signal lamp, right
10/84 Single headlamp, right
10/85 Single headlamp, left
10/86 Twin headlamp, right
10/87 Twin headlamp, left
11/1 Fusebox in engine compartment

11/2 Fusebox in passenger compartment
11A/no Fuses in engine compartment
11B/no Fuses in passenger compartment
15/4 Distribution rail opening door lock A1-A6

15/5 Distribution rail interior lighting A8-A10
15/6 Distribution rail closing door lock B1-B6

15/7 Distribution rail dimmer B8-B11
15/8 Distribution rail deadlocking door lock C1-C6
15/9 Distribution rail low beam C8-C10
15/10 Distribution rail ground terminal D1-D11
15/11 Distribution rail on-board diagnostic (OBD) system E1-E10
15/13 Distribution ground terminal F2-F11
16/1 Radio
16/2 Loudspeaker left front door
16/3 Loudspeaker right front door
16/4 Loudspeaker instrument panel left side
16/5 Loudspeaker instrument panel right side
16/6 Loudspeaker parcel shelf left
16/7 Loudspeaker parcel shelf right
16/9 Horn 1
16/10 Antenna amplifier, 5-door
16/16 Horn 2
16/18 Bass speaker
17/1 On-board diagnostic system (OBD), connector
19/1 Fuel gauge

19/2 Temperature gauge
19/3 Tachometer
19/4 Speedometer
20/1 Heating resistor
23/xx Junction points
24/11 Connector 22-pin

Passenger compartment - Cargo compartment cable harness
Passenger compartment - Cargo compartment cable harness
Passenger compartment - Fuel tank
Passenger compartment - Driver's door cable harness
Passenger compartment - Passenger door cable harness
Passenger compartment - Rear door cable harness driver's side
Passenger compartment - Rear door cable harness passenger side
Passenger compartment - Dashboard cable harness
Passenger compartment - Cruise control cable harness
Passenger compartment - Engine compartment cable harness
Passenger compartment - Engine compartment cable harness
Passenger compartment - Engine control module (ECM) cable harness
Passenger compartment - Engine cable harness
Starter motor
Engine compartment - Dashboard cable harness
Engine compartment - Engine cable harness
24/29 10-pin connector
Tailgate - Cargo compartment cable harness V40
Engine-Automatic transmission cable harness

Engine compartment harness - Engine cooling fan (FC) Diesel
Engine compartment - Engine cable harness
Engine compartment - Engine cable harness, MELCO 1
Engine cable harness - ABV, MELCO 1
Motor-Battery cable harness, MELCO 1
Passenger compartment - Engine compartment cable harness, Diesel
Passenger compartment - Engine compartment cable harness, Diesel
Engine compartment - Engine cable harness, Diesel
Engine compartment - Engine cable harness, Diesel
Motor - Ignition system cable harness, EMS 2000
Cargo compartment cable harness - Accessory cable harness
Passenger compartment - Cargo compartment cable harness, USA
31/xx Ground terminals

aside from a conversion from P Codes to Volvo ECM Codes. See: Powertrain Management/Computers and Control Systems/Testing and
Inspection/Diagnostic Trouble Code Descriptions/P Code Charts
Checking Wiring and Terminals - Permanent Faults
Checking wiring and terminals. Permanent faults
Check terminals visually
NOTE: When checking the engine control module (ECM), do not remove the control module from the car before the main relay has interrupted
the power supply. This may take up to 4 minutes after the ignition has been switched off and the engine cooling fan (FC) has stopped running.
Inspect the terminals visually when checking, or taking readings from, opened connectors.
Repair wiring and cable terminals, as required, using proper service procedures.
Checks:
- Check for oxidation. This can cause poor connections in the terminals
- Check for damage to pins and terminals. Check that they are properly inserted into the connector. Check that the cable is properly connected
to the pin or terminal. Check pins and terminals particularly carefully
- Use a separate male terminal to check the female terminal. Check that they are secure: Pull on the pin.
Open-circuit, permanent faults
An open-circuit in a cable is indicated by a loss of one or more functions.
Chafed and broken cables or terminals that have come loose are common causes of faults in electrical systems.
Checks:
- Disconnect the connectors at both ends of the cable.
Connect an ohmmeter between the ends of the cable.
The ohmmeter should read approximately 0 Ohm if there is no open-circuit in the cable.
Always check the control module and control module box connectors to ensure that their pins and sockets are not bent or damaged, as this can
cause faults.
Check pins and terminals particularly for this fault.
See Check terminals visually.
Short-circuit to ground, permanent faults

A short-circuit between a live cable and ground is often indicated by the loss of a function or a fuse blowing when a current is passed through the
cable.
Checks:
- Activate all switches and sensors in the circuit. Check whether the fuse blows
- Disconnect the connectors in the circuit to ensure that they do not affect readings.
Use an ohmmeter to take a resistance reading between the cable and ground.
The ohmmeter should read infinite resistance if no components are connected.
Short-circuit to supply voltage. Permanent faults
A short-circuit between a cable and supply voltage is often indicated by the loss of a function or a fuse blowing when voltage is passed through the
cable.
Checks:
- Use a voltmeter to take readings at various points in the circuit while operating switches and sensors.
Voltmeter readings will depend on which circuit is tested and the status of switches and sensors.
Use the wiring diagram to determine the correct voltage in the circuit.
Use an ohmmeter between the suspect cables to detect short-circuits between them.
The ohmmeter should read infinite resistance between cables not connected to each other in the circuit.
Contact resistance and oxidation

In theory, the resistance across contacts, leads and terminals should be 0 Ohm. However, there is always some resistance due to terminal oxidation.
If this resistance becomes too great the result will be a malfunction. The magnitude of the resistance before it causes a malfunction depends on the
circuit load.
Checks:
- Check the cables visually according to Check terminals visually.
Cleaning female socket terminals and male pin terminals
NOTE: Do not apply rust solvent spray or grease to the heated oxygen sensor (HO2S) or combined instrument panel connectors.
- Ignition off
- Disconnect the battery negative terminal
- Use compressed air to clean the disconnected connector
- Apply rust solvent spray 1161422 to the disconnected connectors
- Blow clean using compressed air.
Greasing female terminals

NOTE: Do not fill the protective cover with grease.
- Press grease, P/N 1161417-9, into the female sockets directly from tube
- Check that all the terminal cavities are filled
- Use a loose male pin to ensure that the connection in the sockets is good. The pin should remain in position when pulled gently.
Checking Wiring and Terminals - Intermittent Faults
Checking wiring and terminals. Intermittent faults
Inspect terminals visually
Checks:
- Using a loose male connector, test to see if the female connector provides a good contact and that the pin remains in place when the male
connector is pulled lightly Shake the cable lightly and pull on connectors during measurement to locate damage.
Open-circuit, intermittent faults
An open-circuit in a cable will be indicated by the loss of a function (or functions).
Chafed and broken leads are common causes of faults.
Checks:
Check the cables visually according to Inspect terminals visually.
The ohmmeter should read approximately 0 Ohm if there is no open-circuit in the cable.
Shake the cable lightly and pull on connectors during measurement to locate the damage.
If the reading is not correct. Replace the cable and/or continue according to Contact resistance and oxidation.
Always check the control module and control module box connectors to ensure that their pins and sockets are not bent or damaged, this may cause
faults.
Check pins and terminals particularly carefully.
Short-circuit to ground, intermittent faults
cable.
Checks:
- Check the cables visually according to Inspect terminals visually.
Activate all switches and sensors in the circuit. Check whether the fuse blows
Connect an ohmmeter between cable and ground.
If the value is not correct, try a new cable and/or continue according to Contact resistance and oxidation.
Short-circuit to supply voltage, intermittent faults

A short-circuit between a cable and supply voltage is often indicated by the loss of a function or a fuse blowing when a current is passed through
the cable.
Checks:
- Check the cables visually according to Inspect terminals visually.
Use a voltmeter to take readings at various points in the circuit while operating switches and sensors.
The voltmeter reading depends on the circuit being tested and the positions of switches and sensors. Use the wiring diagram to determine the
correct voltage in the circuit.
If the reading is not correct. Replace the cable and/or continue according to Contact resistance and oxidation.
Loose connections (terminals)
Loose connections in terminals may be caused by oxidation of the pins and sockets, or by a faulty connection of a cable to its cable terminal.
Loose connections produce the same faults as an intermittent open-circuit in a cable.
Checks:
- Inspect terminals visually according to Inspect terminals visually.
Continue according to Contact resistance and oxidation.

In theory, the resistance across contacts, leads and terminals should be 0 Ohm. However, there is always some resistance due to terminal oxidation.
If resistance is too great there will be function problems. The magnitude of the resistance before it causes a malfunction depends on the circuit load.
A guideline would be a few ohms.
- Ignition off

- Press grease, P/N 1161417-9, into the terminals directly from the tube
- Check that all the cavities in the connectors are filled
- Use a loose male pin to ensure that contact in sockets is good. The pin should remain in position when pulled gently.
Cables, General
KA. Cables, general
General
This Service Manual is for the repair and replacement of cables in an existing cable harness. Choice of cable size and rating, cable routing for
installing accessories or other installations are not covered here.
- For mounting accessories or subsequent wiring work refer to the instructions for the particular part involved.
Normal multiple strand cable
There are different types of cable. The most common is multiple strand (more than 7 strands) of copper. There are also single strand cables and
minimal strand (2-7 strands). Cables have different areas and color codes.
Cable area
Specifications that give a cable area are always based on the area of the core (the copper strands). The cable area does not include the insulation.
Cable insulation (sheath)
Nearly all cables are of the insulated type and have either single or double insulation.
Some copper cables have no insulation.
Other types of cable
Shielded cables
Shielded cables are used for carrying signals from antenna and in wiring for engine control modules. Braided wire shield is wrapped around on or
two conducting copper strands which provides protection against interference from electromagnetic high frequency fields.
Special tools are required for stripping, splicing and connecting shielded cables.
Twisted pair
Twisted pair cables reduce the effects of magnetically induced interference. When splicing twisted pair cables the splice points must not be made
parallel.
Cutting and Checking A Cable

Cutting and checking a cable
Cutting a cable
If the cable is connected to a connector first remove the cable with the cable terminal from the housing.
- Cut the cable at the cable terminal.
Minimize length loss on cables
If there Is a risk that the cable will be too short when the cable terminal is replaced follow this procedure in order to minimize length loss for tightly
routed cables:
- Cut the cable terminal between the core crimp and the insulation wings.
Inspect the cable insulation
Check if there is
- Visible mechanical wear or damage from excessive loadings.
- Visible damage from excessive electrical loadings in the form of discoloration or melted material.
If the damage is only at the end of the cable

Cut off the damaged section and check that the length remaining is sufficient.
If the cable is too short it must be renewed or a new section of cable added
- Replacement of cable
- See Splicing using insulated moisture proof butt connector.
If there is damage along the cable
Replace the cable with a new one

- Replacement of cable. For small areas of damage such as scratches (not deep ones) it can be enough to apply reinforcement to the cable
insulation by using a heat-shrinkable tubing over the damaged area. If good sealing properties are required then either a shrinkable tubing
with internal coating of glue or self-vulcanizing tape p/n 3540116-5 must be used.
Example 1
Example 1
Socket type housings p/n 3523410-3, and equivalent pin housings Replacement of cable terminals
Remove housing
- Pull back the rubber cover on the cables

- Remove rubber gasket (socket housings only).
- Carefully release the clips by bending them out with a small screwdriver (one clip per side).
- Depress the catch on the front of the housing and lift the housing out of the connector cover.
Open the housing
Release the housing secondary locking as shown.
- Insert a small screwdriver (approx. 3 mm blade width) as shown. Bend the secondary locking catch outward carefully and push the locking
cover forwards 1.5 mm.
For a combined pin housing do the following:
- Release the pin housings from each other.
The illustration shows pin housings with the contact side up.
Open the housing section to replace terminal

Front housing section

- The front housing section opens by carefully bending the secondary locking out and sliding the locking cover forwards 1.5 mm.
Other housing sections

- The other housing sections open by pressing in the locking catch on the cable side and sliding the locking cover forwards 1.5 mm.
- Extract the cable terminal from rear of the by pulling on the cable.
The cable terminal is 1.6 Pin/Pin socket.
- Use a strip length of 3 to 4 mm and strip the cable as described in Stripping a cable.
- Use crimp tool (green) p/n 981 4226 and crimp the cable terminal as described in Crimping a cable terminal.
Insert new cable terminal

NOTE: The locking cover must be in the open position protruding 1.5 mm as described in (NA2).
- Insert the new cable terminal in the housing from the cable side in the correct cavity. A "click" can be heard when the terminal is pushed fully
home.
Close the housing
Secondary locking
- Push the locking cover back to the starting position for secondary locking of the housing. A "click" indicates the lock has engaged.
Check
- Replace the connector cover. Check that the catches (3 catches) engage.
- Replace gasket seal (only for socket housings).
- Push on rubber seal over housing
Example 2
Example 2A
Socket housings p/n 6849321-2

Replacement of cable terminal in socket housing
NOTE: For equivalent pin housing, see Example 2B.
Separate the connector pin and socket housings
If the connector is intact then first remove the socket housing (female) from the pin housing (male). See illustration.
- Undo the locking screw. (Some connectors have no locking screw).

- Turn the connector housing retaining ring (outer ring) counterclockwise.
- Separate the two halves of the connector.
Extract socket housing
Extract socket housing from the connector housing as follows:
- Remove retaining ring from the connector by inserting a small screwdriver from the rear of the ring and pry open the 3 catches.
- Pull back rubber seal on the cables.
Open socket housing
- Open the socket housing secondary locking by turning the two rings shown in the illustration. A "click" indicates that the secondary locking
has disengaged.

- Extract the cable terminal from the rear of the housing by tugging on the cable.
The cable terminal is 1.6 Pin socket.
- Use strip length 3 to 4 mm and strip the cable as described in section Stripping a cable.
- Use crimp tool (green) pin 981 4226 and crimp the cable terminal as described in Crimping a cable terminal.
Insert new cable terminal in housing
NOTE: The housings secondary locking must be open, see (NB3).
- Insert the new cable terminal in the correct socket housing cavity from the cable side. A "click"" indicates that the catch has engaged.
Close socket housing
Secondary locking
- Activate secondary locking by Turing both the ring sections as shown in the illustration. A "click" indicates that the secondary locking has
engaged.
Check
- Push the rubber seal on to the socket housing.

- Replace the retaining ring on the socket housing.
Example 2B
Pin type housing p/n 3545784-5

Replacement of cable terminals in pin housing
NOTE: For equivalent socket housing, see Example 2A.
Separate the pin and socket housings of the connector
If the connector is intact:
- First disconnect the socket housing from the pin housing as m Example 2A.
Open the connector
- Turn the retaining ring on the connector counterclockwise until a "click" indicates it has disengaged.
- Remove the retaining ring and pull back on the cables.
- Release the two catches on the sides using a narrow screwdriver.
- Withdraw the inner tube and pull back on the cables.
Open the pin housing

- First remove the pin housing from the outer shell.

- Open the pin housing secondary locking by Turing the two rings as shown. A "click" indicates that the secondary locking has disengaged.
- Extract the cable terminal from the rear of the housing by pulling on the cable.
The cable terminal is 1.6 Pin.
- use strip length 3 to 4 mm and strip the cable as described in stripping a cable.
- Use crimp tool (green) p/n 9814226 and crimp the cable terminal as described in Terminal crimping.
Insert the new cable terminal in housing
NOTE: The housing secondary locking must be open as in (NC3).
- Insert the new cable terminal in pin housing from the cable side in the correct cavity. A "click" indicates that the catch has engaged.
Close socket housings

Secondary locking
- Close the housing and activate secondary locking by turning both the ring sections as shown in the illustration. A "click" indicates that the
secondary locking has engaged.
Check
- Insert the pin housing in the outer shell. The tab slot should be lined up with the guide groove.
- Insert the inner tube in the outer shell. Line up the slot with the guide groove. Press the inner tube firmly in so the catches engage in the
correct position.
- Reinstall the retainer ring on the pin housing and turn the ring clockwise until the catch engages.
Example 3
Example 3
Socket type housing p/n 3523276-8
Remove the connector cover

- Pull the rubber sleeve back on the cables.

- Keep both catches pressed in (one on each side) and pull the connector cover up.
- Remove the connector cover from the housing.
Open the housing
Release the secondary locking catches (one on each side) as follows:
- Insert a narrow screwdriver blade as shown. Carefully bend back the catch at the edge and push the secondary locking slightly forwards
(approx. 1 mm).
Follow the instructions in when the cavity opening has two extraction grooves.
Crimp the cable terminal as in Crimping a cable terminal. Do not forget to install a new seal on the cable.
NOTE: The housing secondary locking must be slightly open as in (ND2).
- Insert the new cable terminal in the housing from the cable side checking that it is in the correct cavity. A "click" indicates the catch has
engaged.
Close the housing

Secondary locking
Press the secondary locking catches (one on each side) slightly to their original position.
Check
- Replace the connector cover by depressing the locking catches (one on each side).
Check that the catches have engaged properly.
- Push rubber seal into place.
Example 4
Example 4
Socket type housings pin 1362989-4, and corresponding pin housings
Open the housing

Hold the housing as shown and open the secondary locking as follows:
- Using a small screwdriver press the catches on the secondary locking in from the side shown in the illustration. A "click" will be heard.
When the secondary locking is pressed in the locking cover slides open and the cavities open.
Follow instructions in cavity opening with one extraction groove.
Crimp new cable terminal as in crimping! a cable terminal.
NOTE: The housing secondary locking must be in the open position as in (NE1).
- Insert the new cable terminal in the housing from the cable side checking that it is in the correct cavity. A "click" indicates that the locking
tab has engaged.
Close the housing
Hold the housing as shown and close it by activating the secondary locking as follows:
- Using a small screwdriver press in the catches on the secondary locking from the opposite side. A "click" indicates that the secondary locking
has engaged.
Inserting Cable Terminal In A Housing

When cable terminal is to be inserted in a housing
The secondary locking must always be open.

Inspect the locking tab/tabs on the terminal for damage and check that they are not pressed inward.
The cable terminal must be inserted from the housing's cable side.
Check against the wiring diagram that you have the correct cavity/position number.
Turn the cable terminal the right way up. Check against the other terminals.
When the cable terminal is inserted in the cavity a "click" is often heard when the primary locking engages.
Check that the cable terminal is firmly in place by pulling lightly on the cable.
Proceed
When the cable terminal is located in the housing it should be closed.
Closing the housing
The secondary locking must always be adjusted to the initial position.

The secondary locking must be closed in reverse order to the way it was opened.
When the secondary locking is closed a "click" is often heard.
If it cannot be closed it might be because the cable terminal is not completely inserted in the cavity.
If the connector has a sheath, cover or rubber gasket for the housings, do not forget to reinstall it.
After completing the repair work
- Replace the battery negative cable terminal on the battery.

- check functions for the equipment affected by the repair.
New Cable Terminal

New cable terminal
CAUTION: Always use a new Volvo original cable terminal of the recommended type and quality when replacing a cable terminal.
Identify the cable terminal
First compare the cable terminal removed from the housing with the cable terminals in the repair kit pin 9814235. Look inside the box lid and
compare the terminal with those in the assortment available in the box.
NOTE: Cable area When the correct type of cable terminal is identified choose one of the right size for the cable area required. Seal sws For cable
terminals designated sws a seal must be used.
Stripping the cable insulation
If no similar cable terminal is available in the cable terminal assortment
If the cable terminal does not compare with any of those available in the assortment in the box, check in the relevant Spare Parts Catalogue.
NOTE: When the correct type of cable terminal is identified in the Spare Parts Catalogue, choose a cable terminal of the right size for the cable
area required and order the cable terminal.
Seal sws and plug
Seal sws for cable terminals
CAUTION: Always use the correct size of seal to match the cable.
A seal must always be used for cable terminals with the designation sws.
How to identify a cable terminal that requires a seal:
- If there is a hole or slot (see arrow in illustration) in the insulation wings a seal must be used.
Seals are used where the cables are exposed to aggressive environmental factors and there is a risk of moisture penetration in the housing cavities.
The rubber-based seals prevent oxidization and retain moisture proof properties even when subjected to heavy vibration and extremes of
temperature.
The seals are crimped round the cable at the insulation wings on the cable terminal.
The seals have different colors which are coded according to size as shown in the table below.
Table for cable terminal seals
Plug
Plugs are used to close the unused cavities in a moisture proof housing.
A plug is in principle like a seal but without a hole in it for a cable.
Plugs are included in the repair kit p/n 9814235 for housings with cable terminals of the type 2.8 sws.
Splicing Cables, General

Splicing cables, general
Splicing, different types

Insulated moisture proof butt connector
A butt connector is used for joining two cables by crimping and shrinking.
The crimping is done at two points (1) on a metal girdle to join the cable cores from each side.
The crimp section of the connector is divided in the center by an metal tab (2) which is where the cable core ends meet
The support sections (3) are coated with glue on the inside. When they are heated the plastic layer shrinks, the glue is released and flows out in the
connector over the cable. When correctly used this method provides a strong and moisture proof joint.
For method details with insulated butt connector, refer to Splicing Using Insulated Moisture Proof Butt Connector. See: Diagnostic Aids/Splicing
Using Insulated Moisture Proof Butt Connector
Uninsulated butt connector
This type of butt connector is used in certain production operations to join cables.
To insulate the crimped butt connector a heat-shrinkable tubing is used that has an internal coating of glue. When heated the tube shrinks and the
glue melts for good sealing properties and moisture protection.
Splicing using an uninsulated butt connector is not covered in this Service Manual.
Where an uninsulated butt connector must be replaced use an insulated butt connector, refer to Splicing Using Insulated Moisture Proof Butt
Connector. See: Diagnostic Aids/Splicing Using Insulated Moisture Proof Butt Connector
Branch point
Several cables can be joined together in a branch point splice. To make a branch point use an insulated butt connector, refer to Splicing Using
Insulated Moisture Proof Butt Connector. See: Diagnostic Aids/Splicing Using Insulated Moisture Proof Butt Connector
Stripping A Cable
Stripping the cable
Stripping the cable for a cable terminal

If the cable is to be stripped of the end insulation prior to terminal crimping in a cable terminal, check if a seal is required for that type of cable
terminal.
- A description of which cable terminals require seals can be found in Seal sws and plug.
If no seal is to be used on the cable terminal
- Proceed to (FB2).
If a seal is to be used on the cable terminal

Thread the seal on to the cable before stripping the insulation. If the seal is threaded on to a cable that has been stripped both the copper conductors
in the cable and the seal can be damaged.
- Push the seal about 5 cm down the cable with the narrow end of the seal pointing towards the cable end. See illustration.
Always use a seal of the correct size for the cable it is intended for.
Length of the stripped section of cable
Volvo recommends the use of stripping pliers with an integral setting for the length of the stripped section and the cable area.
NOTE: Always used the correct length of stripped conductor to match the cable terminal to be used.
The cable must be stripped to a conductor length that matches the cable terminal type.
Compare the stripped conductor length with the cable terminals crimp contact connection. See illustration. The stripped length of the cable should
be slightly longer than the crimp contact.
- A normal stripped length of conductor is approx. 4 to 5 mm.

General Information
Cable terminals, different types
WARNING: SRS No cable repair or other repair work may be carried out on the SRS system wiring. Follow the instructions for repair
work in the Restraint Systems.
The part numbers of the cable terminals are not given here. Look at the picture on the inside of the box containing the cable terminals, check the
Contents table in the Special Tools and the Spare Parts Catalogue for the model concerned.
Cable terminals are divided up into the following main groups
There are many different types of cable terminals intended for different purposes depending on current, mechanical stress, temperature, vibration
etc.
Moisture proof cable terminals
Moisture proof cable terminals are used where there is a risk of oxidation.
- Moisture proof cable terminals complete with cables are available both as pin and as socket fittings.
Note that these cable terminals are supplied as a complete spare part, ready-pressed and crimped with molded plastic covers on the cable.
Ring cable terminal (and forked cable terminal)

Cable terminals intended for use with screws/bolts and available in the following variants:
- Insulated and uninsulated

- Closed crimping connection and open crimping connection
- Ring cable terminals are available in sizes to fit screws/bolts from M3.5 to M16
Receptacle terminals
Receptacle terminals are available in different variants:

- With dimpling and without dimpling.
- In sizes 2.8, 4.8, 6.3, 8 and 9.5
Tab
Tab terminals are available in different variants:

- In sizes 2.8, 6.3 and 9.5
Tab sws (Single Wire Seal)
- sws designation means that a seal must be installed in the insulation wings.
- Tab sws is available in size 2.8
Tab steel sws
- steel The "steel" designation means that the cable terminal tab or pin is reinforced with a steel spring.
- sws The "sws" designation means that a seal must be used in the insulation wings.
- Tab steel sws is available in size 2.8
Timer
- Timer terminals variants can be found with 1 or 2 locking tabs.

- Timer are available in sizes 1.6, 2.8 and 6.3
1.6 Timer are also known as Microtimer.

2.8 Timer are also known as Minitimer.
6.3 Timer are also known as (Power)timer.
2.8 Timer sws
- sws The sws designation means that a seal must be used on the insulation wings.
0.64 Socket
Cable terminal 0.64 is available in one variant:
- With 2 locking tabs on the upper side

- Only 0.64 socket can be replaced. The equivalent 0.64 pin is mounted as a fixed part on components.
Pin terminals
Pin terminals are available in a number of variants:
- In sizes 1.6,2.1 and 3.5 (A selection of pin terminals is shown in the illustration on the left)
Socket terminals
Socket terminals are available in a number of variants:
- In sizes 1.6, 2.1 and 3.5 (A selection of socket terminals is shown in the illustration on the left)
Primary Locking In General

Primary locking in general
The cable terminal is retained in position in the cavity using different types of locking catches. These locking catches are called primary locking.
There are two main types of primary locking:
- Primary locking in cavities

- Primary locking on cable terminals
Primary locking in cavities

The primary locking is permanently located in the housing as an integral part of the cavity.
Cable terminals without locking tabs are used with housings which have integral primary locking in the cavities. An example is the 1.6 Pin/Socket
Primary locking on cable terminals
Cable terminals with locking tab
The primary locking tabs are located on the cable terminals.
Cable terminals can have either one locking tab (single primary locking) or two locking tabs (double primary locking).
Without primary locking
Some combinations of housing/cable terminal have no primary locking with lockable lock catches/locking tabs.
The cavities in the housing in these cases have integral catches which hold the cable terminals in place. When the secondary locking on the housing
is opened the cable terminals can be lifted out No terminal removal tool is needed.
An example is a housing with moisture proof cable terminals.
Release primary locking

A terminal removal tool is usually required to release the locking tab/locking catch so that the cable terminal can be extracted and removed.
Using Terminal Removal Tools

Choosing the correct tool

General
It is important to use the correct terminal removal tool when removing cable terminals. The tools are included in the repair kit or supplementary kits
supplied in the future.
This describes how to choose the correct tool by inspecting the cavity opening and the shape of the cable terminal.
If the type of cable terminal is already known, the table for cable terminals and tools in the "Special tools" can be used.
Cavity opening and cable terminal profiles
The cavity opening in the housing has an easily identifiable profile on the connector side.
Turn the housing so that the connector side is visible. How does the cavity profile look?
The cavity opening may be as follows:

- With one extraction groove
- With two extraction grooves
- A square profile
- A round profile
- Or housings with half-open connector sides (the cable terminal is partly exposed with a visible locking tab in the cavities).
The terminal removal tool shown in the following has been inserted in the cavity from the connector side of the housing.
The cable terminal is extracted by pulling on the cable from the cable side of the housing.
The housing cavities are numbered on the inside and
outside with the terminal numbers. Always check that the correct cable terminal has been removed.
If a wiring diagram is used for fault-tracing / repairs, check it against both the terminal numbers on the housing and the cable color code.
Removing cable terminals with locking tabs
The locking tab secures the cable terminal
The illustration shows the location of the cable terminal in the housing with the locking tab (the primary locking) held by a catch in the cavity.
NOTE: The text describes, and the illustration shows, cable terminals with a locking tab. The same principle also applies to cable terminals with
two locking tabs.
Release the locking tab for the cable terminal as follows
To extract the cable terminal, the locking tab must be released (held down) with a terminal removal tool.
1. Press the cable terminal in the cavity forwards as far as it will go. This will free the locking tab from the cavity catch.
2. Insert the terminal removal tool in the cavity from the connector side of the housing. The tool presses down the locking tab. This allows the
cable terminal to pass the catch in the cavity.
Hold the terminal removal tool in place.
3. Extract the cable terminal from the cable side of the housing: Pull the cable.
If the cable terminal is stuck, first remove the terminal removal tool.
What NOT to do
An example of an incorrect working method
The locking tab may be damaged if the terminal removal tool is inserted in the cavity before the cable has been pushed forwards. The cable terminal
could then be difficult to extract.
In the illustration beside, there is not room for the locking tab to be pressed down by the terminal removal tool. The locking tab is pressed down by
the tools towards the stop lug. It bends into a shape that will lock it in position.
When the Cavity Opening Has Two Extraction Grooves

When the cavity opening has two extraction grooves
Terminal removal tool, P/N 9814228
Use pointed, pincer type terminal removal tool, P/N 9814228.
This terminal removal tool is used for cable terminals with two locking tabs:
A 2.8 Flat pin steel

B 2.8 Timer and 2.8 Timer
C 6.3 Timer
There are two sizes of cavity opening. See the example in the illustration.
Select the terminal removal tool with ends which match the extraction groove in the cavity opening.

- The broader ends are 1.6 mm wide.
Press the cable terminal in the cavity forwards as far as it will go. This will free the locking tab from the cavity catch.
Insert the terminal removal tool in the groove over and under the cable terminal. Extract the cable terminal.
Always follow the instructions for using terminal removal tools. These instructions give the correct working procedure.
- Proceed for replacing a cable terminal instructions about how to crimp a new cable terminal.
Cavity Opening With One Extraction Groove

Cavity opening with one extraction groove
Terminal removal tool, p/n 9814229
A terminal removal tool p/n 9814229 with a single blade type tip must be used.
This terminal removal tool is used for cable terminals with one locking tab:
A 2.8 Timer
B 6.3 Receptacle terminal
There are two sizes of the cavity opening. See illustration.

Choose a terminal removal tool with ends which match the cavity opening extraction groove.

- The wider ends are 2.7 mm wide.
Press the cable terminal in the cavity forwards as far as it will go to free the locking tab from the cavity catch. Insert the terminal removal tool in the
groove as illustrated.
Always follow the instructions, when secondary locking is of the lid type which give the correct working procedure.
- Proceed to replacing a cable terminal. Replacing a cable terminal in order to crimp a new cable terminal.
Housing With Half-Open Contact Side

Housing with half-open contact side
(When the cable terminals are partly exposed with the locking tabs visible in the cavities)
Housings of this type have partly exposed cable terminals on the contact side with the locking tabs visible in the cavities.
Usually this type only includes tab cable terminals with one locking tab.
Illustrated are:
A 2.8 Tab sws
B 6.3 Tab (also in sizes 2.8 and 9.5)
The illustration below shows a housing with tabs. To extract pin cable terminals read the instructions at Housings with round cavity opening.
Choose a terminal removal tool with an end that matches the cavity opening.
- The narrow ended tool is 1.5 mm wide.

- The wider end is 2.7 mm wide.
Insert the terminal removal tool in the groove as illustrated. Always follow the instructions for using terminal removal tools which give the correct
working procedure.

Housings With Square Cavity Openings
Housings with square cavity openings
Terminal removal tool
When a housing has 0.64 sockets use a terminal removal tool with a narrow square end (1.2 x 1.2 mm).
Shown is a 0.64 socket cable terminal.
The terminal removal tool for 0.64 sockets is not included in the repair kit p/n 981 4235.
Single or double row of cavities
There are two main types of 0.64 housings. Check the contact side of the housing. Does the housing have a single or double row of cavities?
- Proceed to the appropriate type below.
Single cavity row
For a single row of cavities the terminal removal tool is inserted in the open groove on the upper side for each terminal.
Press the cable terminal forwards in the cavity. Insert the terminal removal tool end between the cable terminal locking tabs and extract the cable
terminal.
Double cavity row

For a double cavity row the terminal removal tool is inserted from the contact side in the upper row of cavities for the terminal to be extracted.
The lower cavities are used to fasten the cable terminals in place.
Press the cable terminal forwards in the cavity. Insert the terminal removal tool and extract the cable terminal.
Proceed
Housings With Round Cavity Opening

Housings with round cavity opening
Cable terminals that are extracted without using a terminal removal tool
1.6 Pin/Pin sockets
For housings for 1.6 Pin/pin sockets no terminal removal tool is used.
The cable terminals have no locking tabs. The primary locking is located in the cavities.
With the secondary locking opened the cable terminals can be extracted from the cable side by pulling the cable. No terminal removal tool is
required.
- See Example 1 and Example 2A for the procedure.

The cavity opening for 1.6 Pin/Pin sockets is the smallest of the round cavity types.
3.5 Moisture proof pin/pin sockets
Housings intended for moisture proof pin/pin socket terminals do not require a terminal removal tool.
The cable terminals have no primary locking. Integral catches in the cavities retain the terminals in the housing.
With the secondary locking opened the cable terminals can be extracted from the cable side of the housing by lifting them up.
Moisture proof pin/pin sockets are ready-to-use with the cable fitted and are available as a complete spare part.
Cable terminals that are extracted with terminal removal tools
2.1 Pin/Pin sockets and 3.5 Pin/Pin sockets
Terminal removal tool, pin 981 4230

For round cavity openings a terminal removal tool with a hollow end is used.
The terminal removal tool is used for the following cable terminals:
A 2.1 Pin/Pin sockets
B 3.5 pin/pin sockets
Choose a terminal removal tool with the correct diameter

There are two cavity opening sizes. See illustration.
Choose a terminal removal tool which matches the cavity opening.
- The smaller end is for diameter 2.1
- The larger end is for diameter 3.5
Insert the terminal removal tool in the groove as illustrated.
Always follow the instructions for using terminal removal tools which give the correct working procedure.

Single Terminal Housings
Single terminal housings
Single terminal housings without a locking tab such as receptacle terminals.
The terminal removal tool is inserted from the cable side.
Insert the terminal removal tool under the cable terminal from the cable side.
The point of the terminal removal tool pushes in and releases the primary locking (locking catch) in the housing cavity.
- Withdraw the cable terminal and terminal removal tool at the same time.
- Replacing a cable terminal in order to crimp a new cable terminal.
Miscellaneous, exceptions
The housings shown here have a divided cable terminal. The cable terminals have no locking tab. The primary locking is located in the housing
cavity on the cable side.
Use a feeler gauge approx. 0.15 mm. Press in locking catch and extract the cable terminal.
Soldering, General
Soldering, general
Soldering is a relatively easy method to apply to cable terminals. No expensive equipment is required and the core area dimension is not a critical
factor.
The disadvantages with soldering are uneven results and that impurities and dirt on the contact points make it more difficult to get a clean soldered
connection.
To ensure a good contact the soldering point must be free from dirt, oxidized metal, grease, paint etc.
NOTE: Avoid soldering connections that carry a high power load.

Soldered connection quality
choice of solder wire, flux and soldering tool as well as the location and method used affect the overall quality of a soldered connection.
Ensure that solder does not creep too far up the cable when soldering a terminal on to a cable, as there is a risk the cable can become brittle and
break.
Soldering tool
There are different types of soldering tool. Usually a soldering iron with temperature control is used so that the temperature created on the soldering
iron tip can be adjusted.
Soldering wire
It is important to use soldering wire with a high quality non-corrosive flux. Use 50-50 or 60-40 rosin core solder.
Do NOT use acid flux solder (e.g. plumbing solder) as this will cause oxidization.
When to solder
If a terminal has been crimped using a tool not intended for terminal crimping then the cable terminal must be soldered
To avoid soldering
CAUTION: Soldering cable terminals can be avoided by always making a point of using only Volvo special tools for terminal crimping or
other tool recommended by Volvo.
General
Terminal crimping in general
Advantages of terminal crimping
Terminal crimping is a way of creating an electrical contact by pressing the wings of the cable terminal round a cable with such force that the metal
in the cable is deformed. Using the correct tool it is a rapid and simple way to fasten cable terminals to cables. A correctly crimped terminal
provides a stronger and more reliable bonding than soldering the connection.
Terminal crimping, method and tools
NOTE: The results of the crimping process are entirely dependant on the use of the correct tools and method of carrying out the crimping.
Crimping contacts on different cable terminals
There are various designs and shapes of cable terminals that can be crimped. The type of cable terminal is determined by factors such as the cable
used, the joint design, tool type, intended use etc.
The crimping tools in the repair kit p/n 9814235 have different crimping inserts to suit most types of cable terminal.
Terminal crimping insulated butt connectors and insulated ring cable terminals
To crimp insulated moisture proof butt connectors and insulated ring cable terminals, use the crimp tool recommended in other tools.
Cable Terminals - Crimping Core Wings
Cable terminals - crimping core wings
Insulated cable terminals
Crimping core wings, shape

Terminal crimping occurs in an enclosed core crimp. An enclosed core crimp on a cable terminal has a soldered sleeve with an insulating layer of
material around it. The cable is inserted in the core wings and crimped in place using a drift type crimp tool.
The cover around ring cable terminals is color coded to indicate the cable area.
Normally this type of terminal does not have insulation wings.
The illustration shows a cross section of a terminal crimping using a crimp tool intended for insulated terminals, referred to in other tools.
Uninsulated cable terminals
Terminal crimping is carried out in either an open or enclosed contact.
Enclosed type
An enclosed core crimp on a cable terminal has a soldered sleeve. The cable is inserted in the core crimp and crimped in place using a drift type
crimp tool.
The illustration shows a cross section of a terminal crimping using a Volvo crimp tool p/n 9812451, shown in other tools.
Open type
On the open type the cable terminals core crimp is U-shaped The cable is inserted in the core wings from the top. The crimp tool then applies a roll
crimp the contact during crimping.
This type normally has insulation wings.

The illustration shows a cross section of a terminal crimping using the crimp tool from repair kit p/n 9814235, which is described in the following
Choice of crimp tool.
Core wings and insulation wings
The cable terminal crimping section consists of two parts which are formed simultaneously in the crimp tool.
Core wings
The core wings (I) are designed to make the electrical connection with the stripped section of the cable (the copper core).
Insulation wings
The insulation wings (2), relieve the core crimp wings from mechanical stress and are located on the insulating sheath around a cable.
The illustration shows a crimped cable terminal without seal.
Core crimp - electrical efficiency
The electrical characteristics for conduction for a contact are that it should be as least as efficient as the cable to which it is connected and provide
good contact. These characteristics are dependent partly on the crimping process to fix the terminal on the cable and partly on the contact made
between the two terminals (male and female) in the connector. The goal is to get a joint with the lowest possible transient resistance and to retain a
low resistance even after extended periods of exposure (temperature extremes, mechanical wear etc.)
Core crimp - mechanical efficiency
The joint in the core wings must retain the cable and support it so that it is not subjected to excessive bending forces at the entry point.
Choice of Crimp Tool

Choice of crimp tool
In repair kit p/n 9814235 are 5 crimp tools.

Supplementary kits may be supplied in future.
Color coded grip
The tools have different crimping inserts fitted and the plastic grips are color coded.
Correct choice of crimp tool for a cable terminal
NOTE: Always use the correct crimp tool intended for the cable terminal and use the correct crimping groove.
Below is a description of the crimp tools with information on:
- Which cable terminals the tool is to be used for.

- Which cable areas the crimping inserts in the tool can be used for.
Crimp tool (black), p/n 9814223

- 2.8 Tab
- 6.3 Receptacle terminal and 6.3 Tab
- 6.3 Timer
- M6 Ring cable terminal
The four crimping inserts are used for cable areas (in sq.mm):
- 0.5 /0.6/0.75 /1.01 and 0.35 double folded wire

- 1.4/1.5/2.0/2.5
- 3.0/4.0
- 5.0/6.0
Crimp tool (red), p/n 9814224

- 2.8 Timer sws
- 2.8 Tab sws
- 2.8 Tab steel sws
The two crimping inserts are used for cable areas (in sq.mm)
- 0.5/0.6/0.75/1.0
- 1.4/1.5/2.0/2.5
Crimp tool (yellow), pin 9814225

- 2.8 Timer
The three crimping inserts are used for cable areas (in sq.mm):
- 0.5 /0.6/ 0.75 /1.0, and 0.35 double folded wire

- 1.4/1.5/2.0/2.5
- 3.0
Crimp tool (green), pin 9814226

- 0.75/1.0/1.4/1.5 and 0.5 and 0.6 double folded wire

- 2.0/2.5
Crimp tool (blue), pin 9814227

- 1.0/1.4/1.5 /2.0/2.5/and 0.5, 0.6 and 0.75 double folded wire

- 3.0/4.0
Crimping A Cable Terminal

Crimping a cable terminal
CAUTION: An incorrectly crimped terminal means poor electrical contact, which can cause defective operation or intermittent faults.
These problems can be difficult to detect and localize during subsequent fault tracing.
Use a Volvo crimp tool
The crimp tools from the repair kit p/n 9814235 will give a reliable result when used correctly.
Contact crimp tool, inhibitor function
The contact crimp tool has a ratchet which normally
prevents a crimping operation from being aborted before the tool is at its final position (and the crimping operation correctly completed). The tool
will then open automatically.
To abort a crimping operation when using the contact crimp tool see section (GD3).
NOTE: Do NOT use this type of tool!

Do not use this type of simple direct-acting crimping pliers which are intended for the home repairs and hobby market. The tool does not supply the
necessary force required or meet Volvo quality standards to ensure reliable terminal crimping.
Place the cable terminal in the tool
- Select the crimping insert for the cable terminal type. Choice of crimp tool
- Locate the cable terminal correctly in the crimping insert.
Check that the cable terminal deformation sections (1) and (2) are in contact with the crimp tool support section (3) and (4). The cable
terminal must not be at an angle or he to far forwards or to the rear in the crimp tool insert.
- Carefully apply pressure to the crimp tool until the jaws hold the cable terminal in place without applying sufficient pressure to deform it.
Check the cable terminal is correctly located in the crimp tool jaws
If the cable terminal is not correctly located
If the cable terminal has turned, moved forward or backwards, or is in the wrong cable area profile section, abort the crimping operation, see
section (GD3).
If the cable terminal is located correctly
- Proceed to (GD4).
To abort a terminal crimping operation

The crimp tools have a ratchet in the grip section. See illustration.
- Use a screwdriver to lift and release the ratchet.

- Reposition the cable terminal correctly in the insert and proceed with operation (GD4).
If the cable terminal is damaged
If the cable terminal has already been deformed replace with a new cable terminal and start again from operation (GD1).
Locate cable in the cable terminal
The cable terminal should be in the crimp tool as described in (GD1).
- Insert the cable end in the cable terminal.
The stripped section of copper conductor is located in the core wings (1) and the insulated cable section in the insulation wings (2).
If a seal is required on the cable it should be located as shown in the illustration.
If the cable area is to small for the cable terminal
Always select a cable terminal intended for the cable area of the cable.
If on the other hand the correct cable terminal for the cable area is not available and only one cable terminal is available and it is for a larger cable
area than is required:
- Strip the cable to double the normal stripping length and bend it double. In this way the conductor will make a tight and reliable connection
in the terminal crimping operation.
Two cables crimped in one cable terminal
Always use a cable terminal that is large enough to take both the cables.
- Insert the cables one on top of the other
If the cables are of different areas always insert the larger cable on top.
Check that the cable is still in the correct position in the cable terminal.
- Apply pressure to the grip of the crimp tool
Do not release the pressure on the tool until it is at the final position. Only when the crimping operation is completed will the tool open.
Proceed
Inspect the crimped terminal
Always inspect the crimped cable terminal as described in checking the result of the crimping operation.
After checking the cable terminal

- To insert the cable terminal in the housing, continue to inserting a cable terminal in a housing.
Examples of Correct/Incorrect Crimping

Examples of correct terminal crimping
Checking crimping results
A correctly crimped cable should look like this:
- Core wings (1) should be completely pressed over the stripped core of wire.
The first illustration shows the copper strands in the core in cross section where they are completely compressed and covered by the core wings.
- Insulation wings (2) should be completely pressed over the cable insulation.
If a seal is used for cable terminal it should be pressed under the insulation wings as shown in the illustration.
Check the position of the cable
This is how a cable should be located In the terminal:
- The stripped core should be under the core wings (I). It must not stick out too far in front or behind the core wings.
- The cable insulation should only be under the insulation wings (2). It must not lie too far out in front of or lie too far in under the insulation
wings.
Check the cable is firmly inserted by carefully holding the cable terminal and pulling on the cable.
Check the cable terminal locking tabs
If the cable terminal has locking tab/locking tabs, check that they are not damaged or pressed inward so they will not engage when the terminal is
inserted in a housing.
Poor results after crimping
If in doubt after crimping compare the results obtained with the examples incorrect terminal crimping. Examples of incorrect crimping. Where the
crimping results are not correct, the operation must be repeated using a new cable terminal.
Examples of incorrect crimping
CAUTION: The most common reason for poor crimp results is using the wrong crimp tool/crimp tool insert for the cable terminal or the
wrong area on the matching cable terminal/cable.
Core too large for the core wings
The illustration shows the cross section of the core crimp. The core wings are too small to completely cover the core of stripped copper strands.
Core is too small for the core wings

The illustration shows the cross section of the core crimp with the core which is too small for the core wings. As a result the core is not firmly held
in place by the pressure of the core wings on the copper strands.
Reason
- Cable terminal is the wrong size for the cable area
- The wrong crimp tool or the wrong forming section in the crimp tool was used.
Incorrect location of cable/cable terminal

The stripped cable is not located correctly
The cable has not been pushed far enough in. The entire stripped core must be located within the core crimp.
The stripped core is too short
The cable insulation is too far forward and has caught under the core crimp.
The insulation is not fully located in the insulation wings.
The stripped core is too far forward past the core crimp.
The stripped core is incorrectly crimped

The strip section is the right length but one of the copper strands is outside the terminal, indicating the terminal was incorrectly located in the crimp
tool forming jaws.
All of the strands must be pressed together within the core wings.
Reason
- Stripping the cable too short or too long.
- Incorrect location in the cable terminal.
- The cable terminal was incorrectly located in the crimp tool forming section.
Separate the Connector

WARNING: SRS Nor cable repair or other repair work may be carried out on the SRS wiring. For repairs to the SRS system refer to the
Restraint Systems.
If the connector halves (socket housing and pin housing) are connected together or if the connector is connected to a component, then the connector
halves must first be separated.
Note that these are general instructions, variations can occur in practice. Regard the examples shown and the procedures described as guidelines.
Types of catches and locks
The connector halves are connected to each other by different types of lock tabs/eyes. Separation
NOTE: Never pull the cables when separating. Hold the connector halves.
Active locking
For active locking Systems (Fig. A) a catch must be pressed down to release the lock.
Passive locking
For passive locking systems (Fig. B) the catch is released when force is applied to separate the connector halves.
Reconnecting
The connector halves are physically located with a guide pin. Always turn the connector halves to the correct position when reconnecting. Check
that connector halves lock properly into each other.
Secondary locking
The cable terminals are retained in the housing cavities by different forms of primary locking and secondary locking. This describes how the
different secondary locking Systems on housing types are opened. If there is no secondary locking on the housing this can be ignored.
There are housings with and without secondary locking. In order to decide if the housing has secondary locking and if it has of which type, refer to
the housings illustrated at Secondary locking - socket type, When secondary locking is of the lid type and When secondary locking is of the cavity
cover type.
Housing with secondary locking
To replace a cable terminal the secondary locking must first be opened.
The following procedures describe how different types of secondary locking can he released to open a housing
- Secondary locking socket/housing retainer type

- Secondary locking lid/catch cover
- Secondary locking cavity cover /locking plate
More examples of procedures for opening secondary locking can be found in connectors some examples of methods.
Tools
Secondary locking - socket type
Open the secondary locking as shown if it is of the socket/housing retainer type
Release socket/housing retainer
- Work the locking catches/eyes carefully loose on the socket or on the housing.
types.
NOTE: Take care that the locking catches/eyes are not broken off when releasing the socket.
Remove
- Remove socket (and pull it back on the cables).
Proceed
To replace a cable terminal the next step is to remove the old cable terminal in the housing.
When secondary locking is of the lid type.
To open a housing secondary locking of the locking lid/catch type proceed as follows
Open locking lid/catch
Use a thin screwdriver with a blade 3 - 4 mm wide. Work the locking catches/eyes carefully loose on the locking lid or on the housing.
types.
CAUTION: Take care that the locking catches/eyes are not broken off when releasing the lid.
- Unlock and open the locking lid
In multi-pin housings there can be separate locking lid for the upper cavity row and the lower. Only open the locking lid which is locking the cable
terminal which is to be replaced.
Proceed
For replacement of a cable terminal the next step is to remove the old cable terminal which is in the housing.
When secondary locking is of the cavity cover type
To open a housing secondary locking when it is of the cavity cover/locking plate type, proceed as follows
Note that these are general instructions, variations can occur m practice.
Open cavity cover/locking plate
For some housings a small, thin screwdriver can be used, for others no tool is required.
The secondary locking on this type of housing is released by setting the cavity cover/locking plate in the open position. There are two positions,
open or closed.
- Lift up, push or unclip from the locking plate
A "click" can be heard when the plate unlocks and is in the open position.
NOTE: If the housing has a long, narrow locking plate check that it opens completely and not only along one edge. Work loose the locking plate
along one entire long side.
Other examples of cavity cover/locking plates
More examples of housings with cavity cover/locking plate and procedures for opening them can be found in connectors, some examples of
methods.
Proceed
To replace a cable terminal the next step is to remove the old cable terminal located in the housing.
- Proceed to extracting the cable terminal from the housing.

Operating Procedures For Repairs
Proceed as follows
Using the information below most housings can be opened and the cable terminals replaced. Note that the stages in the operations can be used with
most housings/cable terminals and that the illustrations only show a few individual types as examples. Other types can occur. The basic instructions
for the repair/replacement of cable terminals are only a summary of the contents, with references to respective operations.
CAUTION: Note the contents, of these instructions must be followed before carrying out any repair work.
WARNING: SRS No cable repair or other repair work may be carried out on the SRS wiring. For repairs to the SRS system refer to the
instructions in the Restraint Systems.
Basic procedures for repair operations

Opening a connector
If the connector halves are connected they must first he opened.
CAUTION: Never pull the cables when opening the connector. Hold the connector halves.
Open the housing
Secondary locking
Opening a housing's secondary locking.
Select terminal removal tool
Select the terminal removal tool that matches the housing's cavity openings.
Remove the cable terminal from the housing
Use the recommended terminal removal tool and follow the operating procedure described.
Select a new cable terminal
Select a new cable terminal of the same type as the existing terminal. Use the cable terminals in the repair kit p/n 981 4235. Refer to the wiring
diagram for information on the cable area.
Sws (Single Wire Seal)
Seal sws and plug
If a seal is to be used on the cable terminal thread the seal on to the cable before stripping the insulation on the cable.
Strip the cable

Cut and strip the cable to a length that matches the cable terminal.
Select a suitable crimp tool for the cable terminal
Refer to information on which tool is used for which type of cable terminal.
Place the cable terminal in the crimp tool jaws, in the profile that matches the cable area of the cable. Position the cable in the cable terminal. Crimp
the cable terminal on to the cable end.
Checking crimping of a cable terminal
Checking the result of the crimping operation
Always check the result of the crimping operation and that the primary locking is not damaged.
Insert the cable terminal in the housing
Insert the cable terminal in the appropriate cavity until the primary locking activates.
Check that the cable terminal is properly locked by pulling lightly on the cable.
Close the housing

The housing's secondary locking must be closed.
Glossary For Connector/Housings

Glossary for connector/housings
Throughout the Service Manual certain terms are used to describe components and their location on the connector/housings.
A standard connector consists of a housing with cable terminals inside it. There are also connectors with different covers around the housings.
The purpose of the housings is to insulate the cable terminals and ensure a good electrical contact as well as to protect them from damage and
deterioration due to the environment.
Pin housings and socket housings
Pin housings hold the Pin (male) cable terminals.

Socket housings hold the Socket (female) cable terminals.
The housings interlock with each other or to a component There are both color and mechanical physical) codings used.
Connector halves
When a pin housing and a socket housing are connected together they are also called the connector halves.
Locking
To open the connector halves a catch must be released. There are two main types of locking systems: Active locking and Passive locking.
The housings - contact side V. cable side
The Contact side is the front of the housing where the cable terminals, Male or Female, are connected with each other.
The Cable side is the rear of the housing where the cable enters it.
The housings, top or bottom
Refers to which orientation the housing is shown from in illustrations.
The side in the illustrations that is up is referred to as the top in the text. The side that is down is called the bottom.
The housings, cavities and position numbers
A cavity is the space in the housing where a cable terminal is located. Each cavity has a number and that number (terminal number) is given in the
wiring diagrams as the position number.
Example: designation 24/11:3 means position 3 in connector 24/11.
The housing cavity opening
The cavity opening on the housing contact side has an easily identifiable shape, to match the different types of cable terminals. It is the cavity shape
which determines which terminal removal tool is to be used.
Extraction groove
Some housing cavity openings have a extraction groove. The groove is used to insert a terminal removal tool. Cavity openings can have one or two
extraction grooves.
Moisture proof housings
Moisture proof housings have moisture proof cable terminals. The moisture proof cable terminals have wires fitted and then sealed in a plastic
material.
Other housings have enhanced moisture resistance through addition of various types of seal such as gaskets, a rubber sleeve fitted over the cables,
plugs in unused cavities and seals on the insulation wings of the cable terminal.
Terms used for cable terminals
There are many different designs of cable terminals - tab, pin and timer are all examples. Here are some terms which apply to all cable terminals.
- The different types of cable terminals are described in extracting the cable terminal from the housing.
Size
Cable terminal size is calculated as the width of the tab section. The receptacle terminal size is given as the matching tab's size. For pin/socket
terminals the size is the diameter of the pin.
Cable terminal specifications are written with the size first, for example 2.8 Tab.
Cable areas
Every cable terminal type is available in sizes (approx 2 to 4) for different cable areas, so the size of the core wings and insulation wings vary.
Seal sws (single wire seal) on cable terminals
On SWS (single wire seal) cable terminals a seal must be used. The seal is crimped round the cable at the insulation wings and seals against the
cavity in a housing.
Locking tab
Most cable terminals have one or two locking tabs which retain the cable terminal in the cavity. There are also cable terminals without any locking
tab.
It is important that the locking tab is sticking up from the cable terminal so that it catches properly in the housing when it is connected.
Dimples
Some tab/receptacle terminals in single pin (and multi pin) variants have dimples in the housing.
The dimple is a mechanical locking device between the tab and receptacle terminals.
Core crimp and insulation wings
The cable terminals crimping section consists of two parts, which are both formed at the same time in the crimp tool.
Core crimp (1) for the electrical connection with the stripped section of the cable (the core).
Insulation wings(2), which are pressed on to the cable's insulating sheath and support the core crimp, reducing the effects of mechanical stress.
Primary locking and secondary locking
The cable terminals are retained in position in a housing by different types of locking devices which prevent the cable terminal being pushed out of
the rear of the housing when they are connected together.
The locking catches must be opened when inserting a cable terminal in a housing.
Primary locking
Primary locking is normally on the cable terminal, consisting usually of one or two locking tabs. See examples in illustration.
- Single primary locking uses one locking tab

- Double primary locking has two locking tabs
If there is no primary locking on the cable terminal there may be a type of locking catch located in the housing cavity instead. There is always one
separate primary locking for each cable terminal.
Secondary locking
Secondary locking is always located in the housing itself. Secondary locking can be a socket section or locking lid with catches, which must be
opened in order to remove a cable terminal. Secondary locking protects, supports and holds the cable terminals in place.
Splicing Using Insulated Moisture Proof Butt Connector

Splicing using insulated moisture proof butt connector
Table for insulated moisture proof butt connectors
Prepare the cables
- Select a suitable butt connector according to cable area.

- Cut the cables
- Strip cables to strip length as shown in table above.
Splicing cables of different areas
If the cable areas are so different that they will not fit in the same butt connector, do as follows:
- Select butt connector to fit the larger cable.

- Strip the smaller cable to double length and bend the stripped section double.
Splice with several cables (branch point)
Select a butt connector large enough to take the cables to be inserted on the same side.
If a single cable is to be inserted on one side of the butt connector it will more than likely have too small an area compared to the opening in the
butt connector.
Strip the cable to double length and bend it double.
Locate the butt connector in the crimp tool
Use the crimp tool recommended Other tools.
Locate the butt connector in crimp tool jaws Use the correct insert that matches the area of the butt connector.
- Apply pressure to the tool grips until the insert in the jaws retains the without deforming it.
- Insert cables in both ends of the so that each stripped section of core is up against the center divider in the butt connector.
Crimping a butt connector
Before completing crimping:
- Check that the butt connector is correctly located in the crimp tool forming section.
- Check the cables are still in the correct position in the butt connector.
If the butt connector is not correctly located, abort the crimp operation.
On most crimp tools of this type there is a locking device that can be released to open the tool. See picture.
Complete the crimping operation:

- Press the tool grips together to close the jaws
Do not release pressure on the grips until the tool has fully completed the crimp operation. Not until then will complete crimping have occurred and
the tool can be opened.
Inspect the crimped butt connector
If the butt connector has been correctly crimped both crimping points should be uniformly compressed.
All cables should be crimped in place towards the center of the butt connector and not displaced towards the ends.
Shrink butt connector using heat gun
After crimping the butt connector it must be shrunk using a heat gun.
The butt connector has an internal layer of glue which is released when heated and flows out and around the cables. The glue and crimp together
provide a mechanically robust and moisture proof splice.
- Use a heat gun with a high enough rating to shrink the crimped butt connector.
Inspect results of shrinking
Check the shrinking results. If ok the glue should have been forced out of the ends of the butt connector and around the splice.
Replacing a cable
If a cable must be replaced
If a cable is damaged it cannot be used again. The damage can be mechanical, electrical or the cable might be too short for crimping new cable
terminals. The cable must be replaced or spliced.
Selecting a new cable

NOTE: A new cable must always be of the same type as the one it replaces: the same length, insulation, core area and preferably the same color.
Select a new cable that matches the old.
Cable length
Measure the original cable length.
Cable area
Measure diameter on the original cable with a vernier caliper. Always replace cables with a cable of the same diameter or a cable that is nearest in
dimension to the original.
The cable area is stated on the wiring diagram (applies to 850 cars).
NOTE: It is always the cable core only that is used as the basis for cable area, not the area of the cable core and insulation together.
Color
Cable insulation color - if possible always use a cable of the same color when replacing cables.
The color code for the cable is stated on the wiring diagram (applies to 850 and 900 cars).
- Refer to color coding table Color coding table for color codes.
Install new cable
Use the same routing as the original cable and clamp the cable in appropriate cable clamp, tie etc.
If a new cable tie is used do not leave sharp edges when cutting.
Color coding table
Abbreviations used for cables and connectors/housings.
Color Abbreviated form
Black SB
Brown BN
Red R
Orange OR
Yellow Y
Green GN
Blue BL
Violet VO
Grey GR
White W
Pink P
Ivory I
Light blue LBL
Light brown LBN
Natural NL
Cable color coding with two colors
If the cable color code has two colors it appears in abbreviated form like this:
Example
Y/R (or Y-R) Is Yellow/Red.
The cable has a yellow insulation with a red stripe.
Automatic Transmission/Transaxle
Transmission connectors
Transmission connectors (x5)

There are five connectors on a bracket mounted on the transmission the engine compartment. The transmission sensors are connected to system
via these connectors. The connectors are "marked" and column below.
1. Engine speed (RPM) sensor

2. Oil temperature sensor
3. Vehicle speed sensor (VSS)
4. Solenoids
5. Gear-shift position sensor
The illustrations below show the connectors connected to the trans module (TCM) cable hamess and to the car's electrical system. The connectors
(mounted on the bracket) are numbered in the opposite
The connections apply to two different engine management system
- EMS 2000
- Fenix.
1. Engine speed (RPM) sensor Connector, black (2-pin)

2. Oil temperature sensor Connector, gray (2- pin)
3. Vehicle speed sensor (VSS) Connector, white (2-pin)

4. Solenoids Connector, dark gray (6-pin)

5. Gear-shift position sensor Connector, gray (10- pin)
Engine Control Module

1/A1 - 7/A7
8/A8 - 17/B2
18/B3 - 29/B14
30/B15 - 37/A22
38/A23 - 47/B17
48/B18 - 56/B26
57/B27 - 64/A34
65/A35 - 71/A41
72/A42 - 84/B39
85/B40 - 90/B45
Transmission Control Module (TCM) Connector

Transmission control module (TCM) connector
General
There are six unique connectors in the transmission Control system, one to the transmission control module (TCM) and five located on a bracket.
This bracket is mounted on the transmission mounting on the left of the engine compartment.
Otherwise, the transmission control system wiring is routed along other cable harnesses in the car.
The illustration shows the terminals on the cable harness connector that are connected to the transmission control module (TCM).
Transmission Connectors
Transmission connectors
Transmission connectors (x5)

There are five connectors on a bracket mounted on the transmission the engine compartment. The transmission sensors are connected to system
via these connectors. The connectors are "marked" and column below.
1. Engine speed (RPM) sensor

2. Oil temperature sensor
3. Vehicle speed sensor (VSS)
4. Solenoids
5. Gear-shift position sensor
The illustrations below show the connectors connected to the trans module (TCM) cable hamess and to the car's electrical system. The connectors
(mounted on the bracket) are numbered in the opposite
The connections apply to two different engine management system
- EMS 2000
- Fenix.
1. Engine speed (RPM) sensor Connector, black (2-pin)

2. Oil temperature sensor Connector, gray (2- pin)
3. Vehicle speed sensor (VSS) Connector, white (2-pin)

4. Solenoids Connector, dark gray (6-pin)

5. Gear-shift position sensor Connector, gray (10- pin)
System Diagram
Airbag And/Or Seat Belt Tensioner
Wiring Diagrams
Airbag And/Or Seat Belt Tensioner
Component Locations
Diagram Legend can be found at "Vehicle : Diagrams : Diagram Information and Instructions : Component List." See: Diagram
Air Bag Control Module
Refer to Restraint Systems - Diagrams - Electrical
See: Restraint Systems/Air Bag Systems/Diagrams/Electrical Diagrams

Impact Sensor

Side Air Bag

System Diagram
ABS System, Part 1 Of 2
Wiring Diagrams
ABS System, Part 2 Of 2
Component Locations
Hydraulic Control Assembly - Antilock Brakes
Refer to Antilock Brakes/Traction Control Systems - Diagrams - Electrical
See: Brakes and Traction Control/Antilock Brakes / Traction Control Systems/Diagrams/Electrical Diagrams
Alarm
Anti-Theft Alarm, Part 1 Of 2
Wiring Diagram
Anti-Theft Alarm, Part 2 Of 2
Component Locations
Immobilizer
Immobilizer, Part 1 Of 2
Wiring Diagram
Immobilizer, Part 2 Of 2
Component Locations
System Diagram
Automatic Transmission, Part 1 Of 2
Wiring Diagrams
Component Locations
Control Module, A/T
Control module for automatic transmission
Control Module, Part 1 Of 2
Wiring Diagram
Control Module, Part 2 Of 2
Component Locations
Shift Interlock, A/T
Shift Lock, Part 1 Of 2
Wiring Diagram
Shift Lock, Part 2 Of 2
Component Locations
Brake Booster Vacuum Sensor
Brake Fluid Level Sensor/Switch
EMS 2000
Cooling EMS 2000, Part 1 Of 2
Wiring Diagram
Cooling EMS 2000, Part 2 Of 2
Component Locations
MELCO 1
Cooling MELCO 1, Part 1 Of 2
Wiring Diagram
Cooling MELCO 1, Part 2 Of 2
Component Locations
System Diagram
Radiator Cooling Fan
For Radiator Cooling Fan wiring diagrams refer to: "Engine,Cooling and Electrical : Cooling System : Diagrams". See: Engine, Cooling and
Exhaust/Cooling System/Diagrams/Electrical Diagrams
Radiator Cooling Fan Motor
Cooling Fan Motor
For Cooling Fan Motor wiring diagrams refer to: "Engine,Cooling and Electrical : Cooling System : Diagrams". See: Engine, Cooling and
Exhaust/Cooling System/Diagrams/Electrical Diagrams
Radiator Cooling Fan Control Module
Cooling Fan Control Module
For Cooling Fan Control Module wiring diagrams refer to: "Engine,Cooling and Electrical : Cooling System : Diagrams". See: Engine,
Cooling and Exhaust/Cooling System/Diagrams/Electrical Diagrams
Radiator Cooling Fan Motor Relay
Cooling Fan Motor Relay
For Cooling Fan Motor Relay wiring diagrams refer to: "Engine,Cooling and Electrical : Cooling System : Diagrams". See: Engine, Cooling
and Exhaust/Cooling System/Diagrams/Electrical Diagrams
Radiator Cooling Fan Temperature Sensor / Switch
Cooling Fan Temperature Sensor/Switch
For Cooling Fan Temperature Sensor/Switch wiring diagrams refer to: "Engine,Cooling and Electrical : Cooling System : Diagrams". See:
Engine, Cooling and Exhaust/Cooling System/Diagrams/Electrical Diagrams
Cruise Control
Cruise Control
Wiring Diagram
Components
Component I.D. List
3/1 - Ignition switch

3/4 - Controls cruise control
3/14 - Brake pedal switch
3/15 - Clutch pedal switch
3/51 - Switch brake pedal for locking gear shift selector
4/5 - Cruise control module
4/38 - CEM (Central Electronic Module) Electronic central unit
6/12 - Cruise control vacuum pump

11/2 - Fusebox in passenger compartment
15/13 - Distribution ground terminal F2-F11
24/19 - Connector 2-pin Passenger compartment - Cruise control cable harness
24/20 - Connector 22-pin Passenger compartment - Engine compartment cable harness
24/23 - Connector 22-pin Passenger compartment - Engine control module (ECM) cable harness
24/24 - Connector 12-pin Passenger compartment - Engine cable harness
31/5 - Ground terminal
31/6 - Ground terminal
Electronic Brake Control Module

Heated Glass Element
Heated Rear Window And Heated Door Mirrors
Heated Rear Window And Door Mirrors, Part 1 Of 2
Wiring Diagram
Component Locations
Electronic Climate Control
ECC - Control Of Motors And Sensors, Part 1 Of 2
Wiring Diagrams
ECC - Control Of Motors And Sensors, Part 2 Of 2
Component Locations
Manual Climate Control (MCC)
Manual Climate Control, MCC, Part 1 Of 2
Wiring Diagrams
Manual Climate Control, MCC, Part 2 Of 2
Component Locations
Air Conditioning (A/C) Compressor, Ems 2000
Air Conditioning (A/C) Compressor, EMS 2000
Air Conditioning (A/C) Compressor, Part 1 Of 2
Wiring Diagram
Component Locations
Air Conditioning (A/C) Compressor, Melco 1
Air Conditioning (A/C) Compressor, MELCO 1
Wiring Diagram
Component Locations
Control Module HVAC
ECC - Control Module, Part 1 Of 2
Wiring Diagram
ECC - Control Module, Part 2 Of 2
Component Locations
Instruments - General
Instruments - General, Part 1 Of 2
Wiring Diagram
Instruments - General, Part 2 Of 2
Component Locations
Combined Instrument Panel
Combined Instrument Panel, Part 1 Of 2
Wiring Diagram
Combined Instrument Panel, Part 2 Of 2
Component Locations
Ignition Warning
Ignition Warning, Part 1 Of 2
Wiring Diagram
Ignition Warning, Part 2 Of 2
Component Locations
Seat Belt Reminder
Seat Belt Reminder, Part 1 Of 2
Wiring Diagram
Seat Belt Reminder, Part 2 Of 2
Component Locations
Cigarette Lighter
Cigarette Lighter And Horn, Part 1 Of 2
Wiring Diagram
Component Locations
System Diagram
Dimmer, Part 1 Of 2
Wiring Diagram
Dimmer, Part 2 Of 2
Component Locations
Backup Lamp
Back-Up (Reversing) Lamps, Part 1 Of 2
Wiring Diagram
Back-Up (Reversing) Lamps, Part 2 Of 2
Component Locations
Brake Lamp
Stop (brake) lamps and bulb failure warning sensor
Stop Lamps & Bulb Failure Warning Sensor, Part 1 Of 2
Wiring Diagram
Component Locations
Cargo Lamp
Cargo Compartment And Tailgate Lighting, Part 1 Of 2
Wiring Diagram
Component Locations
Glove Compartment and Courtesy Lighting
Glove Compartment And Courtesy Lighting, Part 1 Of 2
Wiring Diagram
Glove Compartment And Courtesy Lighting, Part 2 Of 2
Component Locations
Courtesy Lighting
Interior Lighting, Part 1 Of 2
Wiring Diagram
Interior Lighting, Part 2 Of 2
Component Locations
Fog/Driving Lamp
Fog Lamps, Part 1 Of 2
Wiring diagram
Fog Lamps, Part 2 Of 2
Component Locations
Hazard Warning Lamps
Turn Signal Lamps/Hazard Warning Signal Flashers
Turn Signal Lamps/Hazard Warning Signal, Part 1 Of 2
Wiring Diagram
Component Locations
High and Low Beams
High And Low Beams, Part 1 Of 2
Wiring Diagram
High And Low Beams, Part 2 Of 2
Component Locations
Headlamp Alignment
Headlamp Alignment, Part 1 Of 2
Wiring Diagram
Headlamp Alignment, Part 2 Of 2
Component Locations
Horn
Wiring Diagram
Component Locations
Lamp Out Sensor
Stop (brake) lamps and bulb failure warning sensor
Wiring Diagram
Component Locations
License Plate Lamp
Tail Lighting And License Plate Lighting, Part 1 Of 2
Wiring Diagram
Component Locations
Parking Lamps 1
Parking Lamps, Part 1 Of 2
Wiring Diagram
Component Locations
Parking Lamps 2
Wiring Diagram
Component Locations
Tail Lamp
Wiring Diagram
Component Locations
Trunk Lamp
Wiring Diagram
Component Locations
Turn Signals
Turn Signal Lamps/Hazard Warning Signal Flashers
Wiring Diagram
Component Locations
Rear Demist, Heated Door Mirrors
Heated Rear Window And Heated Door Mirrors
Wiring Diagram
Component Locations
Power Door Mirrors
Power Door Mirrors, Part 1 Of 2
Wiring Diagram
Power Door Mirrors, Part 2 Of 2
Component Locations
Parking Brake Warning Switch
Central Locking
Central Locking, Part 1 Of 2
Wirign Diagrams
Central Locking, Part 2 Of 2
Component Locations
Electrical Door Lock Rear
Electrical Door Locks Rear, Part 1 Of 2
Wiring Diagram
Electrical Door Locks Rear, Part 2 Of 2
Component Locations
Remote Controlled Central Locking - General
Remote Controlled Central Locking - General
Remote Controlled Central Locking, Part 1 Of 2
Wiring Diagram
Component Locations
Remote Controlled Central Locking - Motors
Remote Controlled Central Locking - Motors
Wiring Diagram
Component Locations
Remote Controlled Central Locking - Motors, USA
Remote Controlled Central Locking - Motor, USA
Wiring Diagram
Component Locations
Dynamic Stability System (DSA)
Dynamic Stability System (DSA), Part 1 Of 2
Wiring Diagram
Dynamic stability system (DSA), Part 2 Of 2
Component Locations
Fuel Injection System
Wiring Diagram
Wiring Diagram
Component Locations
Component Locations
On-Board Diagnostic (OBD) System
Wiring Diagram
Component Locations
System Diagram
For wiring diagrams and schematics please refer to "Powertrain Management : Diagrms : Electrical". See: Powertrain
Management/Diagrams/Electrical Diagrams
Absolute Pressure Sensor
Refer to Computers and Control Systems : Diagrams : Electrical
See: Powertrain Management/Computers and Control Systems/Diagrams/Electrical Diagrams

Air Flow Meter/Sensor

Barometric Pressure Sensor

Camshaft Position Sensor

Coolant Temperature Sensor/Switch (For Computer)

Data Link Connector
Wiring Diagram
Component Locations
Engine Control Module
For wiring diagrams and schematics please refer to "Powertrain Management : Diagrms : Electrical". See: Powertrain
Management/Diagrams/Electrical Diagrams
Engine Speed Sensor

Idle Speed/Throttle Actuator - Electronic

Intake Air Temperature Sensor

Knock Sensor

Oxygen Sensor

Throttle Position Sensor

Variable Valve Timing Actuator

Variable Valve Timing Solenoid

System Diagram

System Diagram

Canister Purge Solenoid

Leak Detection Pump, Evaporative System

System Diagram

Fuel Injector

System Diagram

Fuel Pump Relay

Vacuum Pump
Vacuum Pump EMS 2000 (Turbo), Part 1 Of 2
Wiring Diagram
Vacuum Pump EMS 2000 (Turbo), Part 2 Of 2
Component Locations
Wastegate Solenoid

System Diagram

Ignition Coil

Radio/Stereo
Radio, Part 1 Of 2
Wiring Diagrams
Radio, Part 2 Of 2
Component Locations
System Diagram

Seat Belt

Seat Belt Tensioner

Seat Belt Warning Relay

Electrically Heated Front Seats
Electrically Heated Seats Front, Part 1 Of 2
Wiring Diagrams
Electrically Heated Seats Front, Part 2 Of 2
Component Locations
Power Seats
Power Seats, Part 1 Of 2
Wiring Diagrams
Power Seats, Part 2 Of 2
Component Locations
Charging
Charging Circuit, Wiring Diagram
Wiring Diagrams
Charging Circuit, Component Locations
Component Locations
Starter
Starter Circuit, Wiring Diagram
Wiring Diagrams
Starter Circuit, Component Locations
Component Locations
Charging System
Charging Circuit, Wiring Diagram
Wiring Diagrams
Charging Circuit, Component Locations
Component Locations
Grounding Point
Ground terminals 31/1-28
Ground Terminals - Overview
31/1 and 31/2

2/34:3 Vacuum pump (Turbo, Automatic)
6/2:2 Windshield washer motor
6/10:2 Rear window washer motor
10/5:2 Left parking lamp front
10/6:2 Right parking lamp front
4/28:16 ABS control module
10/82:1 Turn signal lamp & parking lamp left (USA)
10/83:1 Turn signal lamp & parking lamp right (USA)
10/1:2 Left turn signal lamp front (EU OS)
10/2:2 Right turn signal lamp front (EU OS)
10/3:2 Turn signal lamp left fender
10/4:2 Turn signal lamp right fender
7/10:2 Windshield washer reservoir level sensor

10/12:2 Left parking lamp front
10/11:2 Right parking lamps front
10/13:2 Left fog lamp front
10/14:2 Right fog lamp front
6/27:1 Condenser fan
6/43:1 Cooling fan
6/15:1 Motor height adjustment left headlamp
6/16:1 Motor height adjustment right headlamp
4/15:2 Headlamp alignment control module
6/3:C Motor right headlamp wiper
6/4:C Motor left headlamp wiper
10/84:3 Headlamp right (single)
10/85:3 Headlamp left (single)
10/86:3 Headlamp right (twin)
10/86:5 Headlamp right (twin) (EU OS)
10/87:3 Headlamp left (twin)
10/87:5 Headlamp left (twin) (EU OS)
3/50:2 Hood catch switch
8/35:6 Siren
6/9:1 Cooling fan (MELCO 1)
2/12:2 Engine cooling fan (FC) (controlled by the air conditioning A/C) (Diesel)
7/70:3 Engine coolant temperature (ECT) switch and sensor (Diesel)
3/47:2 Pressure switch A/C (MELCO 1, Diesel)
31/3
11/1 Battery (-)
31/5
23/26 Junction point
24/13:4 Connector
31/6:3 Ground terminal
15/13 Distribution rail
15/10:D3 Distribution rail
31/6
4/35:B2/1 Ignition warning control module
11/2:J 14 Passenger compartment fusebox
24/13:4 Connector
31/5:3 Ground terminal
4/39:A1 VGLA
31/8
24/90:4 Connector
31/8 Ground terminal
- Capacitor (220 (micro) F)
31/9
3/30 Door switch right rear door
3/29 Door switch left rear door
10/28:2 Left rear parking lamp
10/15:4 Left stop (brake) lamp
24/91:2 Connector accessory
24/30:2 Connector
31/10
16/18:3 Bass speaker
10/29:2 Right rear parking lamp
10/16:4 Right inner stop (brake) lamp
31/11
10/17:5 High-level stop (brake) lamp (center)
3/29:2 Door switch left rear door
3/30:2 Door switch right rear door
24/91:2 Connector (ACC)
6/14:6 Power antenna
10/28:2 Left rear parking lamp
10/15:4 Left outer stop (brake) lamp

10/15:5 Left inner stop (brake) lamp
10/20 License plate lighting right
10/21 License plate lighting left
3/22 Cargo compartment switch
31/12
10/29:2 Right rear parking lamp
10/16:4 Right outer stop (brake) lamp
10/19:5 Right inner stop (brake) lamp
31/13
9/2 Heated rear window
31/15
16/1:A6 Radio
31/25
4/26:3 EMS 2000
4/26:28 EMS 2000
4/26:33 EMS 2000
4/26:67 EMS 2000
4/3:9 Control module DSA
4/27:1 Automatic transmission control module
2/23:2 Shift lock
3/44:2 Automatic transmission switch (winter)
3/45:2 Automatic transmission switch (econ/sport)
4/37:1 MSA 15.5 (Diesel)
4/37:24 MSA 15.5 (Diesel)
4/37:46 MSA 15.5 (Diesel)
7/68:1 Mass air flow (MAF) sensor (Diesel)
2/36:A2 Glow plug relay (Diesel)
7/34 Injector needle (Screen) (Diesel)
7/33 Engine speed (RPM) sensor (Screen) (Diesel)
4/32:A1 MELCO 1
4/32:A14 MELCO 1
4/32:D13 MELCO 1
7/56:2 Crankshaft sensor MELCO 1
7/64 Knock sensor (KS) (Screen) MELCO 1
7/15 Heated oxygen sensor (H02S) (Screen)
31/27
7/57:3 Camshaft position (CMP) sensor
4/34-1:2 Control module ignition system MELCO 1
31/28
7/9:2 Brake fluid level sensor
6/1:5 Windshield wiper motor
3/55:1 Kick-down switch
24/32:10 Connector AW
9/13:2 Crankcase ventilation (USA)
4/33:14 MELCO 1
4/33:22 MELCO 1
9/10:A Fuel pre-heating (Diesel pump)
9/12:2 Crankcase ventilation (Diesel)
7/39:2 Fuel temperature sensor (Diesel)
System Diagram
Starter Circuit, Wiring Diagram
Wiring Diagrams
Starter Circuit, Component Locations
Component Locations
Ignition Switch
Refer to "STARTING AND CHARGING : DIAGRAMS : ELECTRICAL". See: Starting and Charging/Diagrams/Electrical Diagrams
Neutral Safety Switch
Starter Motor
Sunroof / Moonroof
Power Sunroof, Part 1 Of 2
Wiring Diagrams
Power Sunroof, Part 2 Of 2
Component Locations
Transmission Control Systems
Wiring Diagrams
Component Locations
Wheel Speed Sensor
Power Windows Front
Power Windows Front, Part 1 Of 2
Wiring Diagram
Power Windows Front, Part 2 Of 2
Component Locations
Power Windows Rear
Power Windows Rear, Part 1 Of 2
Wiring Diagram
Power Windows Rear, Part 2 Of 2
Component Locations
Windshield
Windshield Wiper And Windshield Washer, Part 1 Of 2
Wiring Diagram
Windshield Wiper And Windshield Washer, Part 2 Of 2
Component Locations
Headlamps
Headlamp Wiper, Part 1 Of 2
Wiring Diagram
Headlamp Wiper, Part 2 Of 2
Component Locations
Rear Windshield V40
Tailgate Wiper And Washer, V40, Part 1 Of 2
Wiring Diagram
Tailgate Wiper And Washer, V40, Part 2 Of 2
Component Locations
Headlamp Washer Motor
For Headlamp Washer Motor electrical diagrams, refer to See: Wiper and Washer Systems/Diagrams/Electrical Diagrams
Headlamp Wiper Motor
For Headlamp Wiper Motor electrical diagrams, refer to See: Wiper and Washer Systems/Diagrams/Electrical Diagrams
Windshield Washer Motor
For Front or Rear Windshield Washer Motor electrical diagrams, refer to See: Wiper and Washer Systems/Diagrams/Electrical Diagrams
Windshield Washer Switch
For Front or Rear Windshield Washer Switch electrical diagrams, refer to See: Wiper and Washer Systems/Diagrams/Electrical Diagrams
Wiper Motor
For Front or Rear Wiper Motor electrical diagrams, refer to See: Wiper and Washer Systems/Diagrams/Electrical Diagrams
Wiper Relay
For Wiper Motor Relay electrical diagrams, refer to See: Wiper and Washer Systems/Diagrams/Electrical Diagrams
Wiper Switch
For Wiper Switch electrical diagrams, refer to See: Wiper and Washer Systems/Diagrams/Electrical Diagrams
Components
Control Modules - Overview

Ignition Switch 3/1
Connectors
Connectors - Overview
Connectors 24/11
Connectors 24/12-14
24/12 Passenger Compartment - Cargo Compartment Cable Harness 4-pin
24/13 Passenger Compartment - Fuel Tank 8-pin
24/14 Passenger Compartment - Driver's Door Cable Harness 20-pin

Connectors 24/15
Connectors 24/16
Connectors 24/17-20
24/17 Passenger Compartment - Rear Door Cable Harness Passenger Side 10-pin
24/18 Passenger Compartment - Dashboard Cable Harness 14-pin
24/19 Passenger Compartment - Cruise Control Cable Harness 2-pin EU/OS
24/20 Passenger Compartment - Engine Compartment Cable Harness 22-pin

Connectors 24/21-24
24/21 Passenger Compartment - Engine Compartment Cable Harness 3-pin
24/23 Passenger Compartment - Engine Control Module (ECM) Cable Harness 22-pin
24/24 Passenger Compartment - Engine Cable Harness 12-pin

Connectors 24/25-27
24/25 Starter Motor 1-pin
24/26 Engine Compartment - Dashboard Cable Harness 10-pin
24/27 Engine Compartment - Engine Cable Harness 8-pin

Connectors 24/29-31
24/29 Tailgate - Cargo Compartment Carpet V40 10-pin
24/30 Tailgate - Cargo Compartment Carpet V40 2-pin
24/31 Tailgate - Cargo Compartment Cable Harness S40 6-pin

Connectors 24/32-33
24/32 Engine - Automatic Transmission Cable Harness 10-pin
24/33 Engine Compartment Harness - Engine Cooling Fan (FC) Diesel 4-pin
Connectors 24/64-70
24/64 Engine Compartment - Engine Cable Harness 12-pin

24/70 Engine Compartment - Engine Cable Harness 8-pin, MELCO 1
Connectors 24/72-73
24/72 Engine Cable Harness - ABV 8-pin, MELCO 1

24/73 Engine - Battery Cable Harness 6-pin, MELCO 1
Connectors 24/81-83
24/81 Passenger Compartment - Engine Compartment Cable Harness 22-pin, Diesel

24/82 Passenger Compartment - Engine Compartment Cable Harness 12-pin, Diesel
24/83 Engine Compartment - Engine Cable Harness 6-pin, Diesel

Connectors 24/84-120
24/84 Engine Compartment - Engine Cable Harness 4-pin, Diesel
24/90 Engine - Ignition System Cable Harness 6-pin, EMS 2000
24/91 Cargo Compartment Cable Harness - Accessory Cable Harness 4-pin
24/120 Passenger Compartment - Cargo Compartment Cable Harness 8-pin, USA

Fuse and Fusible Links

Fuse/Relay Identification and Location
Fuses
Fuses In Engine Compartment

Fuses - 11A/1-23
Fuses In Passenger Compartment

Fuse - 11B/1-14
Relays
Relays In Engine Compartment And Passenger Compartment

Other Relays
Harness
In The Passenger Compartment

Instrument Panel
Engine Management System EMS 2000 (Turbo)

From The Passenger Compartment
Engine Management System MELCO 1 From The Engine

Engine Management System MSA 15.5 Diesel

Engine Compartment Turbocharger (TC)

Engine Compartment MELCO 1

Engine Compartment MSA 15.5 Diesel

Front Doors
Rear Doors
Courtesy Lights In Passenger Compartment
Cargo Compartment
Tail Lamps (4 Door)
Cargo Compartment
Tail Lamps (5 Door)

Computers and Control Systems: Testing and Inspection

aside from a conversion from P Codes to Volvo ECM Codes. See: Diagnostic Trouble Code Descriptions
Reading Off the Volvo On-Board Diagnostic System
Reading Off the Volvo On-Board Diagnostic (OBD) System
Overview
Fault information and other data can be read using VIDA connected to the data link connector (DLC) via VCT2000. The data link connector
(DLC) is located on the left of the center console (the right of the center console for right hand drive cars). VCT2000 communicates with the
DSA control module via a standardized interface.
Volvo on-board diagnostic (OBD) system

With VIDA it is possible to:
- Read off and erase stored diagnostic trouble codes (DTCs)
- Reset adaptations
- Activate components and functions according to certain predetermined patterns
- Continuously monitor the value and status of the input and output signals for the system
- Read off the control module identification.
To activate the Volvo on-board diagnostic (OBD) system for DSA:
- The ignition must be on
- The battery voltage must be normal.

Stored diagnostic trouble codes (DTCs) can be read off and erased using this function. The on-board diagnostic (OBD) system can identify 17
different faults in the form of diagnostic trouble codes (DTCs).
Note: Diagnostic trouble codes (DTCs) DSA-112, DSA-223, DSA-224 and DSA-233 are only stored in the DSA control module while the
ignition is on / the engine is running. When the ignition is switched off, these diagnostic trouble codes (DTCs) are erased. Therefore the engine
must be started before diagnostic trouble codes (DTCs) are read off from the control module. This is so that the control module is able to
re-check and store diagnostic trouble codes (DTCs).
Diagnostic trouble codes (DTCs) can only be erased when all diagnostic trouble codes (DTCs) have been read at least once.
Note: After the diagnostic trouble codes (DTCs) are erased the DSA function is disengaged. The DSA function is re-engaged using the DSA
switch. If no diagnostic trouble codes (DTCs) have been stored, the DSA warning lamp goes out after engagement.
Resetting the wheel adaptation

This function allows the DSA system wheel adaptations to be reset to their center positions.
Activating components and functions

This function allows the system components and functions to be activated individually. The following components can be activated:
- Torque limiting request
- DSA warning lamp, flash status.
Note: After Activation is completed, the DSA function is disconnected. The DSA function is re-engaged using the DSA switch. If no diagnostic
trouble codes (DTCs) have been stored, the DSA warning lamp goes out after engagement.
For further information about Activating components / functions. See: Scan Tool Testing and Procedures
Reading off input and output signals

Using this function, the values and status of the control module input and output signals can be continuously read off.
Note: To obtain the relevant values, the engine must be running and the engine control module (ECM) must be initiated. The engine control
module (ECM) is initiated the first time engine speed exceeds 600 rpm.
The following parameters can be read off:

- Engine speed (RPM), value
- Load signal, value
- Throttle position (TP) sensor, position
- Torque limiting, value
- Transmission type
- Control module initialization, status
- DSA function, status
- DSA switch, status
- DSA warning lamp, lit status
- DSA warning lamp, flash status
- Stop (brake) light switch, status
- The value for the left front wheel speed
- The value for the right front wheel speed
- The value for the left rear wheel speed
- The value for the right rear wheel speed
- Left front wheel adaptation, value
- Right front wheel adaptation, value
- Left rear wheel adaptation, value
- Right rear wheel adaptation, value
- Wheel adaptation permitted, status.
Reading off the control module identification

VIDA identifies the control module by reading a code from the memory of the module. This code contains information about the control module
P/N.
General
DSA SYSTEM OVERVIEW
General
Function in the dynamic stability assistance (DSA) antiwheel spin system
the DSA system assists the driver in holding the vehicle under control under (hard) acceleration, especially when the road surface provides less
grip than the driver anticipated.
It also makes progress possible in very slippery conditions, which would not otherwise be possible without dynamic stability assistance.
Unlike the SRS-, ABS- or SIPS-systems, the DSA system is not a safety system. It is an aid to improve control of the car.
The DSA system can be switched off, but is automatically engaged every time the ignition is switched on.
A warning lamp in the dashboard indicates the status of the DSA system.
The DSA system consists of a single control module. This control module calculates wheelspin in the driven wheels from the information about
the speed provided by the ABS control module. From this information the DSA control module calculates the torque reduction that is required.
This information is transferred to the engine control module (ECM) which decreases the torque on the driven wheels to the normal driving
conditions.
The DSA control module does not have sensors of its own. It uses the ABS system or engine control module (ECM) sensors.
The DSA control module can be activated at all speeds, both when the car is moving forwards and when it is moving backwards.
There are no functional similarities between the DSA system and the TRACS system.
- The TRACS system uses wheel braking to prevent wheelspin in one of the front wheels when the car moves off.
- The DSA system decreases the engine torque to prevent wheelspin on one or both of the driven wheels in all driving conditions.
System Overview
DSA SYSTEM OVERVIEW
System overview
The DSA control module (1) needs data about the speed of all four wheels in order to detect wheel spin. This data is provided by the ABS control
module (2). The data is transmitted continuously. The DSA control module is able to detect whether on or both of the drive wheels lose grip.
If wheel spin is detected, the DSA control module transmits a signal to the engine control module (ECM) (3) to reduce the torque. The engine
control module (ECM) reduces the torque by shutting off one or more injectors (4) in different stages.
The engine control module (ECM) communicates with the DSA control module via three communication lines.
- The first communication line is used to transfer both speed (pulse frequency / one pulse per top dead center sweep) and engine load data. The
engine load data is indicated by pulse width. Variations in the pulse width also provide additional data such as start, idling and transmission
data.
- The second communication line transmits data about the position of the accelerator pedal (AP). A pulse is transmitted every 20th millisecond.
The pulse is proportional to the given value.
- A third communication line is used for the transfer of data about torque reduction from the DSA control module to the engine control module
(ECM). This pulse frequency is 5 milliseconds. Again it is the pulse width that provides the data.
The DSA system is switched on every time the engine is started.
The DSA system can be disengaged with the DSA switch (8) on the center console. The DSA system can be reengaged by pressing the DSA
switch again. Otherwise, the system is activated the next time the ignition is switched on.
The DSA warning lamp is on the dashboard (5). This warning lamp indicates the status of the DSA system.
- The DSA warning lamp is lit for 2 seconds after the engine is started. During this time, the integrated DSA diagnostic system checks that
both the ABS control module and the engine control module (ECM) are OK.
- The DSA system is not working if the DSA warning lamp remains lit. The is either a system failure or the system has been switched off
manually.
- If the DSA warning lamp flashes while driving, the system is active and reducing the engine torque.
Diagnostic trouble codes (DTCs) from the DSA system can be read off with VIDA. Connect VIDA to the data link connector (DLC) (6) via
VCT 2000.
System Function
DSA SYSTEM OVERVIEW
System function
The DSA system must take account of any deviations caused by the steering wheel.. It is therefore important that no incorrect data is introduced
by the system itself and that it goes through a number of stages before the torque reduction is activated.
- When the DSA control module detects wheelspin it first determines the extent of the spin.
- The average spin of the two front wheels is calculated. Differences in wheel speed because of cornering is compensated using sensors on the
rear wheels.
- Information about the engine speed and load comes from the engine control module (ECM). The torque required from the engine is
calculated from this.
- The selected gear can be derived by comparing wheel speed with engine speed. From this the friction coefficient between the tire and road
surface can be deduced.
- Acceptable spin can be deduced from the accelerator pedal (AP) position and the friction coefficient.
- The engine control module (ECM) decreases torque by disengaging the injectors, so preventing wheel spin.
The DSA control module only sends information to the engine control module (ECM). It is this that close the fuel injection. The engine control
module (ECM) can control the injection by closing the injectors, so that one or more injectors can be closed every 4th cylinder compression. It
reduces torque in 16 stages.
- Partial closure of the injectors occurs randomly to ensure that the heat is evenly distributed.
- If the torque reduction is very small, a safety program is activated. After a given period the DSA shuts off several injectors (greater torque
reduction) to ensure that the combustion chambers are correctly ventilated.
- The DSA system functions up to maximum. It is also active while reversing.
- The DSA system aligns itself so that it is does not identify different wheel diameter as wheelspin, in cases of variable tire pressure for
example. DSA is not engaged if there is a slow puncture in one of the tires.
- Switch off the DSA system when driving on a "special spare tire". If not the system aligns itself to the diameter of the tire on the wheel. To
assist this the car should be driven slowly, then accelerated hard for approximately 4 seconds. The accelerator pedal (AP) should be released
quickly so that the engine brakes the car for approximately 4 seconds. Repeat this one more time. This procedure should be repeated when
the special spare tire is replaced by a normal tire.
Overview
DIAGNOSTIC FUNCTIONS
Overview
General
The DSA control module has an integrated diagnostic system, the Volvo on-board diagnostic (OBD) system. This system continuously monitors
itself and the input and output signals.
Diagnostic trouble codes (DTCs)

A diagnostic trouble code (DTC) is stored and the DSA warning lamp lights if the control module detects a fault. The exception is diagnostic
trouble code (DTC) DSA-122 DSA warning lamp. This DSA warning lamp cannot be activated if this fault is stored.
Faults, with the exception of diagnostic trouble code (DTC) DSA-122DSA warning lamp, disengage the DSA function. If diagnostic trouble
code (DTC) DSA-122DSA warning lamp is stored, the warning lamp cannot be used to determine whether the DSA function is engaged or not.
The DSA function is then always engaged and cannot be disengaged manually.
If the DSA warning lamp is lit, the DSA function is not operating normally or it is not engaged.
If a fault disappears for any reason (becomes intermittent) after the diagnostic trouble code (DTC) has been permanently stored in the control
module, information about the fault remains in the control module.
Other
Every diagnostic trouble code (DTC) has a counter. The counter records the number of fault-free cycles since the diagnostic trouble code (DTC)
was stored (intermittent fault). A cycle is defined as the first time the engine speed exceeds 600 rpm in the same interval in which the ignition is
switched on (the engine starts) and then switched off. If diagnostic trouble code (DTC) DSA-22 1 Load signal is stored permanently, the cycle is
defined as the first time the average wheel speed exceeds 50 km/h in the same interval in which the ignition is switched on (the engine starts) and
then switched off. When a counter is at 0, the control module interprets the fault as permanent. If the counter value is greater than 0, the control
module interprets it as no fault (intermittent fault). If the fault recurs, the counter is reset to zero. When the counter reaches 254 (i e. 254
fault-free cycles), the counter is no longer updated.
Leak Diagnostics
LEAK DIAGNOSTIC
General
EVAP system.
Function test

Leak diagnostic
Connecting the Breakout Box (DSA)

Connecting The Breakout Box. DSA
Special tools: 981 3194, 9813190
Connecting the breakout box to the DSA control module

- Ignition off
- Expose the DSA control module
- Remove the control module from the holder
- Disconnect the control module
- Check that the male and female terminals in the control module and the control module connector are intact and secure. Check that the wiring
to the female terminals is properly secured to the pins
- In particular, check the terminal pins relevant to the diagnostic trouble code (DTC)/symptom
- Connect adapter 981 3194 (the 16-pin terminal) to the control module connector (wiring side). Connect breakout box 981 3190 to the
adapter.
Connecting the Breakout Box, ECM (EMS 2000)

Connecting The Breakout Box, ECM (EMS 2000)
Special tools: 951 1314, 981 3190
Connecting the breakout box to the connector at the engine control module (ECM)
- Ignition off
- Remove the security strap around the Engine Control Module (ECM). Remove the control module from the bracket
- Disconnect the Engine Control Module (ECM)
- To avoid interfering with the pedals, the cable harness with the control module connector must be pulled over to the right of the center
console (left hand drive) or to the left of the center console (right-hand drive). The connector must be placed on the floor
- Check that the male and female terminals in the control module and the control module connector are intact and secure. Check that the wiring
to the female terminals is properly secured to the pins
- In particular, check the terminal pins relevant to the Diagnostic Trouble Code (DTC) or symptom
- Connect adapter 951 1314 to the Engine Control Module (ECM) connector. Connect breakout box 981 3190 to the adapter.
Connecting the Volvo Communication Tool 2000 (VCT 2000)

Connecting The Volvo Communication Tool 2000 (VCT 2000)
The VCT 2000 must be connected to both the VIDA PC and the data link connector (DLC) in the car to communicate with the control modules in
the car.
With Generic Scan Tool

Displaying & Reading Trouble Codes
With Generic OBD II Scan Tool
To display and read diagnostic trouble codes with a generic OBD II compliant scan tool, follow the scan tool manufacturers instructions.
With Manufacturer's Scan Tool
Reading Diagnostic Trouble Codes (DTCs), engine control module (ECM)
- Ignition on.
Read Diagnostic Trouble Codes (DTCs) by clicking on the VCT 2000 symbol.
Communication fault
Communication has been interrupted for one of the following reasons:

- Ignition switched off.
- The switch is not in position for VCT 2000.
- VCT 2000 disconnected from Data Link Connector (DLC).
- VCT 2000 disconnected from VIDA cart/switch.
- Communication problems in VIDA application or in car.
Check therefore:
- that the ignition is on and switch is in correct position for VCT 2000.
- that battery voltage (system voltage) is normal (approximately 12 V). If necessary a battery charger can be connected during the test.
- that VCT 2000 is correctly connected to VIDA cart/switch and Data Link Connector (DLC).
- that VCT 2000 and wiring is fault-free.
Try to establish communication again or exit Reading Diagnostic Trouble Codes (DTCs). Depending on the communication fault, select one of the
following alternatives.
- Try again.
- Fault-trace more comprehensively for the communication problem that has occurred.
- Exit fault-tracing / Read from next system.
Selecting the model
Select the car model to obtain the relevant fault tracing data.
Select one of the following model options

- V70 2000-, S60 and S80
- V70 -2000 and S70/C70
- S40/V40.
Checking communication faults, model V70 2000-, S60 and S80
Hint: For current information about the relevant circuit and signals, see the wiring diagram and signal specification for each system.
Data Link Connector (DLC)

- Check the power supply to the Data Link Connector (DLC) terminal #16. The voltage must be approximately battery voltage
- Check the cable for power ground and signal ground to the Data Link Connector (DLC) terminals # 4 and # 5.
Hint: When the VCT2000 is connected to the Data Link Connector (DLC) (is powered up) the indicator LED lights green. The indicator LED then
flashes during communication with a control module. In the event of certain internal faults, the VCT2000 indicator LED will be red!
Communication cables
- Check the communication cable between the Data Link Connector (DLC) terminal # 7 and Central Electronic Module (CEM) terminal # D6
and with other connected control modules.
- Check for an open-circuit.
- Check for a short-circuit to ground.
CAUTION
If there is a fault in the communication cable, it will not be possible to establish communication on either the low or high speed network.
The first time there is communication on this cable, the low and high speed network cables are connected between the Data Link Connector (DLC)
and Central Electronic Module (CEM) to the other network in the car. This is controlled via a relay in the Central Electronic Module (CEM).
- For communication problems with control modules on the high speed network, check the communication cables between Data Link
Connector (DLC) terminals # 6 and # 14 and Central Electronic Module (CEM) terminals # 137 and # 138.
- For communication problems with control modules on the low speed network, check the communication cables between Data Link
Connector (DLC) terminals # 3 and # 11 and Central Electronic Module (CEM) terminals # 1319 and # 1320.
- Check these cables for an open-circuit, a short-circuit to ground and a short circuit to supply voltage.
- Also check the communication cables for the low and high speed networks between the Central Electronic Module (CEM) and the other
connected Control modules.
Control modules
- Check that the control module power supply and ground terminal are fault-free.
CAUTION
If none of the above checks help, try Reading the Diagnostic Trouble Codes (DTCs) in the central electronic module. This is carried out
via VIDA vehicle communication.
VCT2000 and wiring

- Try new wiring and/or a new VCT2000 if no faults are detected after the above fault-tracing.
Fault-tracing information
Falut-tracing communication problems is now finished.
Do you want to try establishing communication again?

Yes - Repeat test
No - Testing for the DTC is complete
Checking communication problems, V70 - 2000 and S70/C70 models

- Check the power supply to the Data Link Connector (DLC) terminal #16. The voltage must be approximately battery voltage
- Check the cable for power ground and signal ground to the Data Link Connector (DLC) terminals #4 and #5.
Hint: When the VCT2000 is connected to the Data Link Connector (DLC) (is powered up) the indicator LED lights green. The indicator LED then
- Check the communication cable between the Data Link Connector (DLC) terminal #7 and combined instrument panel terminal #B4 and with
other connected control modules.
- Check for an open-circuit.
- Check for a short-circuit to ground.
- Check for a short-circuit to supply voltage.
CAUTION
If there is a fault in the communication cable, it will not be possible to establish communication on the high speed network. The first time
there is communication on this cable, the high speed network cables are connected between the Data Link Connector (DLC) and the
combined instrument panel to the high speed network in the car. This is controlled via a relay in the combined instrument panel.
- Check the communication cables between Data Link Connector (DLC) terminals #6 and #14 and combined instrument panel terminals #A 19
and #A20.
- Check the cables for an open-circuit, short-circuit to ground and a short-circuit to supply voltage
- Also check the communication cables for the high speed network between the combined instrument panel and the other connected control
modules.
Communication cable for the cruise control as an independent system (not integrated)
- Check the communication cable between the Data Link Connector (DLC) terminal #13 and the cruise control control module. Check the
cable for an open-circuit, short-circuit to ground and a short-circuit to supply voltag.
Communication cable for engine management system Fenix 5.2

- Check the communication cable between Data Link Connector (DLC) terminal #3 and the engine control module (ECM).
- Check the cable for an open-circuit, short-circuit to ground and a short-circuit to supply voltage.
Control modules
CAUTION
If none of the above checks help, try Reading the Diagnostic Trouble Codes (DTCs) in the combined instrument panel. This is carried out
VCT2000 and wiring

With Manufacturer's Scan Tool

Erasing Diagnostic Trouble Codes (DTCs)
NOTE: To obtain the correct communication with the control module during the procedure the instructions concerning the ignition switch position
must be followed.
Before erasing Diagnostic Trouble Codes (DTCs) all indicated faults must be corrected.
NOTE: VCT 2000 connected to data link connector (DLC) and VIDA PC
- Reinstall all components, reconnect all connectors.

- Ignition on.
- Erase Diagnostic Trouble Codes (DTCs).
Select 1 to erase.
Select 2 to interrupt erasing.
With Generic Scan Tool

Clearing Trouble Codes
With Generic OBD II Scan Tool
To erase diagnostic trouble codes with a generic OBD II compliant scan tool, follow the scan tool manufacturers instructions.
DTC Conversion Table Notes
Conversion table standardized diagnostic trouble codes (DTCs)/Volvo diagnostic trouble codes (DTCs)
Information
Background
OBD II is a diagnostics system designed to meet statutory requirements. A standardized instrument for fault-tracing can be plugged in to the data
link connector (DLC) (OBD II socket) to read diagnostic trouble codes (DTCs) and system parameters. OBD II contains only emissions related
diagnostic trouble codes (DTCs) and parameters. It cannot provide the comprehensive range of information available from the Volvo On-board
diagnostics system.
Volvo has its own diagnostic trouble code (DTC) designations that adhere to the in-house Volvo On-board Diagnostics protocol (called DII from
model year 1999).
Table explanations
The table below is a conversion table between standardized diagnostic trouble codes (DTCs) (SAE/ISO) and the equivalent Volvo diagnostic
trouble codes (DTCs) (DII).
SAE/ISO diagnostic trouble code (DTC): Standardized diagnostic trouble code (DTC) according to SAE J2012/ISO 15031-6. The diagnostic
trouble code (DTC) can be read off on vehicles with standardized on-board diagnostic systems for emissions related faults, certified in
accordance with OBD II. Reading off is performed with a generic scan tool, an instrument for fault-tracing standardized in accordance with SAE
J1978/ISO 15031-4.
Volvo DII diagnostic trouble code (DTC): Volvo-specific diagnostic trouble code (DTC) in accordance with the Volvo On-Board Diagnostic
protocol. Can be read off using VIDA on cars from model year 1999.
Diagnostic trouble code (DTC) designation: Volvo diagnostic trouble code (DTC) designation. Used in VIDA.
Fault type: Volvo method for specifying the actual fault. Used in VIDA.
Note! An SAE/ISO diagnostic trouble code (DTC) can correspond to several DII diagnostic trouble codes (DTCs). All of these must therefore
by rectified in order for the corresponding SAE/ISO diagnostic trouble code (DTC) to disappear.
Several SAE/ISO diagnostic trouble codes (DTCs) may also refer to the same DII diagnostic trouble code (DTC).
There are DII diagnostic trouble codes (DTCs) for non emissions-related faults that do not correspond to any SAE/ISO diagnostic trouble
code (DTC).
Engine Control System

Volvo On-Board Diagnostic (OBD) System Diagnostic Trouble Code (DTC)
ECM-0A - ECM-60
ECM-61 - ECM-E0
GLA-113
Diagnostic Trouble Code (DTC) Information
Condition
This diagnostic trouble code (DTC) is stored when the control module is supplied to the factory.
Condition
- None.
Possible source
- The control module is not programmed.
Condition
- The indicator LED on the dashboard is flashing.

- The central locking system, alarm system and courtesy lighting do not work.
GLA-312
Diagnostic trouble code (DTC) information
Condition
If the control module registers that the voltage level in the sirens internal battery is < 2.5 V when the alarm system is powered up or the alarm is
activated/deactivated, then diagnostic trouble code (DTC) GLA-312 is stored after 2 seconds.
Condition
- None.
Possible source
- Defective internal battery.

- Fault in 15 I-supply to the siren.
- Defective siren.
Condition
- The indicator LED flashes for 15 seconds when the ignition is switched on.
GLA-321
Condition
If the control module registers that the siren control module is transmitting a signal indicating that the siren battery voltage level has sunk under 6.0
V when: the siren is powered up or the alarm is activated/deactivated, then diagnostic trouble code (DTC) GLA-321 is stored.
Condition
- None.
Possible source
- Battery voltage too low due to insufficient charging or poor battery.

- Open-circuit or short-circuit to ground in the siren communication cable.
- Open-circuit in the siren power supply or ground lead.
Condition
- When the alarm is activated the internal battery takes over power supply and the siren sounds for 30 seconds.
GLA-415
Condition
Diagnostic trouble code (DTC) GLA-415 is stored after approximately 2 seconds if the control module registers an error in communication with the
ultrasonic sensor control module when the alarm system is powered up or when the alarm is activated or deactivated.
Condition
- None.
Possible source
- Short-circuit to ground or voltage in communication cable.

- Open-circuit in communication cable.
- The communication cable is too close to a source of interference.
Condition
- The indicator LED flashes for 15 seconds on ignition.

- The system will not trigger the alarm if there is movement in the passenger compartment.
GLA-416
Condition
If the Control module registers that there is an internal fault in the ultrasonic sensor own control module when: the alarm system is powered up or
the alarm is activated/deactivated, then diagnostic trouble code (DTC) GLA-416 is stored after approximately 2 seconds.
Condition
- None.
Possible source
- Defective ultrasonic sensor.

Condition
- The system will not trigger the alarm if there is movement in the passenger compartment.
GLA-421
Condition
If the control module registers that communication with the glass breakage sensor 5 own control module is faulty when: The alarm system is
powered up or the alarm is activated/deactivated, then diagnostic trouble code (DTC) GLA-421 is stored after approximately 2 seconds. The fault
must be present when the alarm has been activated seven times before the diagnostic trouble code (DTC) will be stored.
Condition
- None.
Possible source
- Short-circuit to ground or voltage in the communication cable.

- The communication cable is too close to a source of interference.
- Defective glass breakage sensor.
Condition
- The indicator LED in the sun sensor flashes for 15 seconds when the ignition is switched on.
- The system will not trigger the alarm if there is a glass breakage in the passenger compartment.
GLA-422
Condition
If the control module registers that there is a fault in the glass breakage sensor microphone or if the communication between the microphone and
the internal control module is judged as faulty when: The alarm system is powered up or the alarm is activated/deactivated, then diagnostic trouble
code (DTC) GLA-422 is stored after approximately 2 seconds. The fault must be present when the alarm has been activated seven times before the
diagnostic trouble code (DTC) will be stored.
Condition
- None.
Possible source
- Fault in the communication between the microphone and the glass breakage sensor control module.
Condition
- The indicator LED in the sun sensor flashes for 15 seconds when the ignition is switched on.
- The system will not trigger the alarm if there is a glass breakage in the passenger compartment.
GLA-432
Condition
Diagnostic trouble code (DTC) GLA-432 is stored if the control module registers that the signal from the tilt sensor is faulty when the alarm is
activated.
Condition
- No substitute value.
Possible source
- Open-circuit, short-circuit to ground or short-circuit to supply voltage in the signal cable.
Condition
- Does not alarm the sensor.

- False alarm.
- The Indicator LED flashes when the ignition is switched on.
GLA-455
Condition
If the car is equipped with an alarm, the alarm must be deactivated using the remote control or, in certain markets, via the lock cylinder in the
driver's door. If the alarm is deployed, when the remote control is not activated, it should be possible to deactivate it by inserting an approved
ignition key into the ignition switch and switching on the ignition. The engine can then be started. Diagnostic trouble code (DTC) GLA-455 is
stored if the Immo-VGLA code is faulty.
Condition
Possible source
- A used immobilizer system has been installed.

- A used VGLA control module has been installed.
- A non-approved or defective key.
Condition
- The starter motor does not turn.

- Alarm indicator LED lit.
GLA-456
Condition
Diagnostic trouble code (DTC) GLA-456 is stored if the control module registers that the signal from the SRS control module is low for more than
6 seconds on ignition.
Possible source
- Short-circuit to ground in the cable from the SRS control module.
Condition
- None.
GLA-511
Condition
Diagnostic trouble code (DTC) GLA-511 is stored if the control module registers that the signal for locking from the driver's door switch is less
than 1.5 V for 10 seconds when the ignition is on.
Condition
- None.
Possible source
- The control switch in the driver's door lock unit sticks or has jammed in the locked position.
- Signal cable for locking from the driver's door lock unit short-circuited to ground.
NOTE: The diagnostic trouble code (DTC) is stored if the door key is turned to lock the driver's door and is held in this position for at least 10
seconds. Fault causes of this type are not included in the fault-tracing procedure.
Condition
- When the fault occurs all the doors are locked and the central locking is put out of function.
GLA-512
Condition
Diagnostic trouble code (DTC) GLA-512 is stored if the control module registers that the signal for unlocking from the driver's door switch is less
than 1.5 V for 10 seconds when the ignition is on.
Condition
- None.
Possible source
- The control switch in the driver's door lock unit sticks or has jammed in the locked position.
- Signal cable for unlocking from the driver's door lock unit is short-circuited to ground.
NOTE: The diagnostic trouble code (DTC) is stored if the door key is turned to unlock the driver's door and is held in this position for at least 10
seconds. Fault causes of this type are not included in the fault-tracing procedure.
Condition
- When the faults occurs the doors are unlocked and the central locking is put out of function.
GLA-521
Condition
Diagnostic trouble code (DTC) GLA-521 is stored if the control module registers that the signal from the central locking switch is less than 15 V
for 10 seconds when the ignition is on.
Condition
- None.
Condition
- Cannot be controlled using the central locking switch.

GLA-526
Condition
Diagnostic trouble code (DTC) GLA-526 is stored if the control module registers that the signal for unlocking from the central locking switch is
less than 1.5 V for 10 seconds when the ignition is on.
Condition
- None.
Condition
- Cannot be controlled using the central locking switch.

GLA-531
Condition
Diagnostic trouble code (DTC) GLA-531 is stored if the control module registers that the signal from the interior lighting is higher than 15 V for
10 seconds when a door is opened or the car is unlocked using the remote control or the key.
Condition
- None.
Possible source
- Short-circuit to supply voltage in the signal cable.

- Open-circuit in the signal cable.
- Contact resistance in the terminals.
- Internal fault in control module output stage.
Condition
- Interior lighting does not light.

GLA-541
Condition
Diagnostic trouble code (DTC) GLA-541 is stored if the control module registers that the signal from ignition switch terminal S is less than 1.5 V
for 3 seconds when the ignition is switched on.
Condition
- None.
Possible source
- Short-circuit to ground in the signal cable.

- Fault in the ignition switch.
Condition
- The doors can be locked even though the key is still in the ignition switch.
GLA-551
Condition
Diagnostic trouble code (DTC) GLA-551 is stored if the control module registers that the unlocking signal from the childlock switch is less than 1.5
V for 10 seconds when the ignition is on.
Condition
- None.
Possible source
- The childlock switch in the dashboard is sticking or has jammed in the unlocked position.
- Short-circuit to ground in the signal cable from the childlock switch in the dashboard.
NOTE: The diagnostic trouble code (DTC) is stored if the childlock switch is held depressed in the unlocking position for at least 10 seconds.
Fault causes of this type are not included in the fault-tracing procedure.
Condition
- When the faults occurs the doors are locked or unlocked and the central locking is put out of function.
GLA-552
Condition
Diagnostic trouble code (DTC) GLA-552 is stored if the control module registers that the unlocking signal from the childlock switch is less than 1.5
V for 10 seconds when the ignition is on.
Condition
- None.
Possible source
- The childlock switch in the dashboard is sticking or has jammed in the unlocked position.
- Short-circuit to ground in the signal cable from the childlock switch in the dashboard.
NOTE: The diagnostic trouble code (DTC) is stored if the childlock switch is held depressed in the unlocking position for at least 10 seconds.
Fault causes of this type are not included in the fault-tracing procedure.
Condition
- When the faults occurs the doors are locked or unlocked and the central locking is put out of function.
KEY Codes
Condition
Diagnostic trouble code (DTC) KEY-311 is stored after approximately 2 seconds if the control module registers an error in communication with the
siren control module when the alarm system is powered up or when the alarm is activated or deactivated.
Condition
- None.
Possible source
- Short-circuit to ground or voltage in communication cable.

- Interference affecting the communication cable.
- Defective siren.
Condition
- The siren will not then work when the panic button is pressed on the remote control.
- No siren sound when the alarm is activated.
CEM Trouble Code List
CEM 0001 - CEM 0027
CEM-0001
Condition
Diagnostic trouble code (DTC) CEM-0001 is stored if the control module registers an internal fault.
Condition
The control module selects pre-selected settings for automatic low beam, the tailgate wiper and the front fog lamps.
Possible source
- Internal fault in the central electronic module (CEM).
Condition
- The low beam is constantly lit.
- The rear windshield wiper motor does not operate.
- The front fog lamps do not work.
CEM-0002
Condition
Diagnostic trouble code (DTC) CEM-0002 is stored if the control module registers that the signal from the high beam flash in the turn signal lamp
switch is low for more than 180 seconds.
Condition
None
Possible source
- Short-circuit to ground in the signal cable from the turn signal lamp switch
- Defective turn signal lamp switch
- The high beam flash has been active for 180 seconds
Condition
- The high beam flash does not work
- The timer for the follow-me home lights does not function
CEM-0003
Condition
Diagnostic trouble code (DTC) CEM-0003 is stored if the control module registers that both the signals from the lighting switch are low at the same
time.
Condition
None.
Possible source
- Short-circuit to ground in one of the signal cables from the lighting switch
- Defective lighting switch
Condition
- The low beam is constantly lit.
CEM-0009
Condition
Diagnostic trouble code (DTC) CEM-0009 is stored if the control module registers that the 15/2-signal from the ignition switch is missing or low
when the ignition switch is in position II.
Condition
None
Possible source
- Defective fuse.
- Open-circuit in the signal cable from the ignition switch.
- Short-circuit to ground in the signal cable from the ignition switch.
- Contact resistance and oxidation.
Condition
- The instrument lighting does not operate.
- The back-up (reversing) lamp is not working.
CEM-000A
Condition
Diagnostic trouble code (DTC) CEM-000A is stored if the control module registers that the 75-signal from the ignition switch is missing or low
when the ignition switch is in position II.
Condition
None
Possible source
- Defective fuse.
- Open-circuit in the signal cable from the ignition switch.
- Short-circuit to ground in the signal cable from the ignition switch.
Condition
- The wiper intermittent function/return does not function
- The rear windshield wiper motor does not operate
CEM-000B
Condition
Diagnostic trouble code (DTC) CEM-000B is stored if the control module registers that the signal from the switch for the front fog lamps is high
for more than 180 seconds
Condition
None
Possible source
- Short-circuit to supply voltage in the signal cable from the switch for the front fog lamps
- Defective switch for the front fog lamp
- The switch for the front fog lamp has been active for 180 seconds
Condition
- The front fog lamps are constantly lit
CEM-000C
Condition
Diagnostic trouble code (DTC) CEM-000C is stored if the control module registers that the signal from the switch for the rear fog lamps is high for
more than 180 seconds.
Condition
None
Possible source
- Short-circuit to supply voltage in the signal cable from the switch for the rear fog lamps
- Defective switch for the rear fog lamp
- The switch for the rear fog lamp has been active for 180 seconds
Condition
- The rear fog lamp is constantly lit
CEM-000D
Condition
Diagnostic trouble code (DTC) CEM-000D is stored if the control module registers that the signal from the rheostat is missing or lower than 5 V.
Condition
The resistance of the rheostat is set to 24 k [ohm].
Possible source
- Open-circuit in the signal cable from the rheostat
- Short-circuit to battery voltage in the signal cable from the rheostat
- Defective rheostat
Condition
- The instrument lighting is constantly lit at full strength
CEM-000E
Condition
Diagnostic trouble code (DTC) CEM-000E is stored if the control module registers that the speed signal which governs the interval time for the
wipers for the windshield and rear windshield corresponds to a speed in excess of 254 km/h.
Condition
None
Possible source
- The signal cable is too close to a source of interference
Condition
- None
CEM-000F
Condition
Diagnostic trouble code (DTC) CEM-000F is stored if the control module registers that the signal for the high beam bulbs is high when the high
beam is switched off.
Condition
None
Possible source
- Short-circuit to battery voltage in one of the cables to the high beam
- There is a short-circuit to supply voltage in the control cable to the relay for the auxiliary lamps.
Condition
- The high beam is constantly lit.
CEM-0010
Condition
Diagnostic trouble code (DTC) CEM-0010 is stored if the control module registers that the signal for the high beam bulbs is low when the high
beam is switched on.
Condition
None
Possible source
- Defective fuse
- Open-circuit in the power supply from the fuse
- Contact resistance and oxidation
- Short-circuit to ground in the power supply from the fuse
- Short-circuit to ground in one of the cables to the high beam
Condition
- The high beam is not working
CEM-001E
Condition
Diagnostic trouble code (DTC) CEM-001E is stored if the control module registers that the signal to the lamps affected by the rheostat is low.
Condition
None
Possible source
- Short-circuit to ground in one cables to the lamps affected by the rheostat
Condition
- The instrument lighting does not operate
CEM-0021
Condition
Diagnostic trouble code (DTC) CEM-0021 is stored if the control module registers an internal fault
Condition
None
Possible source
- Internal fault in the central electronic module (CEM) (defective intermittent wiper relay)
Condition
- The windshield wiper motor runs constantly
CEM-0022
Condition
Diagnostic trouble code (DTC) CEM-0022 is stored if the control module registers that the signal from the switch for the wiper motor parking
position is high when the windshield wipers are switched off
Condition
None.
Possible source
- Defective parking position switch in the wiper motor
- Sticking wiper motor / wiper arms
- Frozen wiper blade
Condition
- The windshield wiper motor runs constantly
CEM-0023
Condition
Diagnostic trouble code (DTC) CEM-0023 is stored if the control module registers that the signal from the switch for the wiper motor parking
position is missing or low when the windshield wipers are activated.
Condition
None.
Possible source
- Open-circuit in the signal cable from the wiper motor parking position switch
- Defective parking position switch in the wiper motor
- Sticking wiper motor / wiper arms

- Frozen wiper blade
Condition
- The windshield wiper motor does not return to its original position
CEM-0024
Condition
Diagnostic trouble code (DTC) CEM-0024 is stored if the control module registers an internal fault
Condition
None
Possible source
- Internal fault in the central electronic module (CEM) (defective intermittent wiper relay)
Condition
- The wiper intermittent function/return does not function
CEM-0025
Condition
Diagnostic trouble code (DTC) CEM-0025 is stored if the control module registers that the signal to the bulb failure warning sensor is high when
the bulb failure warning sensor is activated.
Condition
Substitute value
Possible source
- Short-circuit to battery voltage in the cable to the bulb failure warning sensor
Condition
- The bulb failure warning sensor does not light
CEM-0026
Condition
Diagnostic trouble code (DTC) CEM-0026 is stored if the control module registers that the signal to the bulb failure warning sensor is missing or
low when the bulb failure warning sensor is not activated.
Substitute Value
None
Possible source
- Defective bulb in the bulb failure warning sensor
- Open-circuit in the cable to the bulb failure warning sensor
- Short-circuit to ground in the cable to the bulb failure warning sensor
Fault Symptoms
- The bulb failure warning sensor is constantly lit
- The bulb failure warning sensor does not light
CEM-0027
Condition
Diagnostic trouble code (DTC) CEM-0027 is stored if the control module registers that the 15/2-power supply from the ignition switch is below
10.5 V when the ignition switch is in position II.
Condition
None
Possible source
- Low battery voltage
- Contact resistance or oxidation
Condition
- None
CI-01
Condition
Diagnostic trouble code (DTC) CI-01 is stored in the combined instrument panel if the combined instrument panel registers an internal fault.
Condition
None.
Possible source
- defective combined instrument panel.
Condition
- combined instrument panel is not operating.
CI-02
Condition
Diagnostic trouble code (DTC) CI-02 is stored in the combined instrument panel if the combined instrument panel registers a fault in the signal
cable from the fuel level sensor.
Condition
None.
Possible source
- short-circuit to supply voltage in the signal cable
- open-circuit in the signal cable or in the ground lead
- contact resistance in terminals
- defective fuel level sensor.
Condition
- the fuel gauge does not work
- the trip computer displays an empty fuel tank too early.
CI-03
Condition
Diagnostic trouble code (DTC) CI-03 is stored in the combined instrument panel if the combined instrument panel registers a fault in the signal
cable from the fuel level sensor.
Condition
None.
Possible source
- short-circuit to ground in the signal cable
- defective fuel level sensor.
Condition
- fuel level reading faulty.
CI-05
Condition
Diagnostic trouble code (DTC) CI-05 is stored in the combined instrument panel if the speedometer registers a faulty signal from the ABS control
module.
Condition
None.
Possible source
- defective ABS control module
Condition
- the speedometer displays the wrong value.
CI-06
Condition
If the engine speed exceeds 1500 rpm for at least 60 seconds at the same time as the speed signal from the ABS control module is lower than 2
km/h it is registered as a faulty signal. Diagnostic trouble code (DTC) CI-06 is stored in the combined instrument panel.
Condition
None.
Possible source
- open-circuit in the signal cable
- defective ABS control module
Condition
- the speedometer does not function.
CI-07
Condition
Diagnostic trouble code (DTC) CI-07 is stored in the combined instrument panel if the tachometer receives a signal corresponding to more than
8000 rpm for over 1 second.
Condition
None.
Possible source
- defective engine control module (ECM)
- defective combined instrument panel
NOTE: In cars with the Melco 2 engine management system, the engine speed (RPM) signal comes directly from the ignition sensor in the engine
management system.
defective ignition sensor. Diagnostic trouble codes (DTCs) are stored in the engine management system if there is a fault in the ignition sensor.
These diagnostic trouble codes (DTCs) must be fault-traced first.
Condition
- the tachometer does not function.
CI-08
Condition
Diagnostic trouble code (DTC) CI-08 is stored in the combined instrument panel if the fuel consumption signal increases in the combined
instrument panel at the same time as the engine speed (RPM) signal from the engine control module (ECM) is lower than 150 rpm.
Condition
None.
Possible source
- defective engine control module (ECM) (does not apply to Melco2)
NOTE: In cars with the Melco 2 engine management system, the engine speed (RPM) signal comes directly from the ignition sensor in the engine
management system.
defective ignition sensor

- open-circuit, short-circuit to ground or short-circuit to supply voltage in the signal cable for the engine control module (ECM) or ignition
sensor. Diagnostic trouble codes (DTCs) are stored in the engine control module (ECM) if there is a fault in the ignition sensor. These
diagnostic trouble codes (DTCs) must be fault-traced first.
Condition
- tachometer not working.
CI-09
Condition
Diagnostic trouble code (DTC) CI-08 is stored in the combined instrument panel if the fuel consumption calculator is not updated in the combined
instrument panel, at the same time as the engine speed (RPM) is higher than 500 rpm and the vehicle speed is 0 km/h for more than 10 seconds.
This diagnostic trouble code (DTC) cannot be stored in Bi-fuel cars.
Condition
None.
Possible source
short-circuit to ground in the signal cable
Condition
- FUEL INST displays incorrect value
- FUEL AVGT displays incorrect value.
CI-0A
Condition
Diagnostic trouble code (DTC) CI-0A is stored if the resistance in the outside temperature sensor wiring circuit exceeds 100 kohm for more than
80 ms.
Condition
None.
Possible source
- defective outside temperature sensor.
Condition
- too low engine coolant temperature (ECT) displayed.
CI-0B
Condition
Diagnostic trouble code (DTC) CI-0B is stored in the combined instrument panel if the resistance in the outside temperature sensor wiring circuit
exceeds 107 ohm for more than 80 ms.
Condition
None.
Possible source
- defective outside temperature sensor.
Condition
- too high engine coolant temperature (ECT) displayed.
CI-10
Condition
The engine coolant temperature (ECT) signal from the engine control module (ECM) is a pulsed signal between 0 V and 5 V with a variable
frequency and fixed pulse ratio (% duty). The frequency (f) increases with decreasing temperature.
Diagnostic trouble code (DTC) CI- 10 is stored in the combined instrument panel if the engine coolant temperature (ECT) signal from the engine
control module (ECM) has had a time constant that is less than 2 ms for more than 2 seconds.
Condition
None.
Possible source
- defective engine control module (ECM).
Condition
- the engine coolant temperature (ECT) gauge does not function (does not apply to Bi-fuel cars)
- the high engine coolant temperature (ECT) warning lamp flashes. The lamp flashes for 10 seconds if a fault is detected (Bi-fuel cars only).
CI-11
Condition
The engine coolant temperature (ECT) signal from the engine control module (ECM) is a pulsed signal between 0 V and 5 V with a variable
frequency and fixed pulse ratio (% duty). The frequency (f) increases with decreasing temperature.
Diagnostic trouble code (DTC) CI-11 is stored in the combined instrument panel if the engine coolant temperature (ECT) signal from the engine
control module (ECM) has had a time constant that is greater than 65 ms for more than 2 seconds.
Condition
None.
Possible source
- defective engine control module (ECM).
Condition
- the engine coolant temperature (ECT) gauge does not function (does not apply to Bi-fuel cars)
- the high engine coolant temperature (ECT) warning lamp flashes. The lamp flashes for 10 seconds if a fault is detected (Bi-fuel cars only).
CI-14
Condition
Diagnostic trouble code (DTC) CI-14 is stored in the combined instrument panel if the combined instrument panel receives a signal from the clock
adjustment knob that indicates that it has been affected for over 10 minutes.
Condition
None.
Possible source
- the clock adjustment knob has been turned for more than 10 minutes
Condition
- digital clock fault indication.
CI-16
Condition
Diagnostic trouble code (DTC) CI-16 is stored in the combined instrument panel control module if the signal to the trip computer reset function
(RESET) is low for longer than 25 seconds.
Condition
None.
Possible source
- trip computer reset button (RESET) pressed in for more than 25 seconds
- trip computer reset button (RESET) is mechanically/electrically defective.
Condition
- the trip computer displays faulty values.
CI-17
Condition
Diagnostic trouble code (DTC) CI-17 is stored in the combined instrument panel control module if the signal to the trip odometer reset function is
low for longer than 25 seconds.
Condition
None.
Possible source
- the trip odometer reset button is pressed in for more than 25 seconds
- the trip odometer reset button is mechanically/electrically defective.
Condition
- the trip odometer display shows no value.
CI-18
Condition
Diagnostic trouble code (DTC) CI-18 is stored in the combined instrument panel control module if the wiring for the speed signal (1/9) are high at
the same time as the speed exceeds 5 km/h for at least 10 seconds.
Condition
None.
Possible source
- Vehicle speed signal (1/9) wiring is short-circuited to supply voltage
- internal fault in the combined instrument panel.
Condition
- the speedometer does not operate
- the cruise control does not function at all.
CI-19
Condition
Diagnostic trouble code (DTC) CI-19 is stored in the combined instrument panel control module if the wiring for the speed signal (1/9) are low at
the same time as the speed exceeds 5 km/h for at least 10 seconds.
Condition
None.
Possible source
- Vehicle speed signal (1/9) wiring is short-circuited to ground
- Control module, cruise control defective
- Defective Climate Control Module
- internal fault in the combined instrument panel.
Condition
- the speedometer does not operate.
CI-1A
Condition
Diagnostic trouble code (DTC) CI-1A is stored in the combined instrument panel control module if the cable for the speed signal (1/4) is high at the
same time as the speed exceeds 5 km/h for at least 10 seconds.
Condition
None.
Possible source
- Vehicle speed signal (1/4) cable is short-circuited to supply voltage.
Condition
- Speed related radio volume control does not function.
CI-1B
Condition
Diagnostic trouble code (DTC) CI-1B is stored in the combined instrument panel control module if the cable for the speed signal (1/4) is low at the
same time as the speed exceeds 5 km/h for at least 10 seconds.
Condition
None.
Possible source
- Vehicle speed signal (1/4) cable is short-circuited to ground
- Control module, radio defective
Condition
- Speed related radio volume control does not function.
CI-1C
Condition
Diagnostic trouble code (DTC) CI-1C is stored in the combined instrument panel control module if there is data missing.
Condition
None.
Possible source
- no data to configure the combined instrument panel
- no data to initialize the service reminder indicator (SRI)
- PIN code missing.
Condition
- currently unknown.
CI-1D
Condition
Diagnostic trouble code (DTC) CI-1D is stored in the combined instrument panel control module if the signal to the trip computer setting function
(SET) is low for longer than 25 seconds.
Condition
None.
Possible source
- the trip computer setting button is depressed for longer than 25 seconds
- the trip computer setting button is mechanically/electrically defective.
Condition
- the trip computer displays faulty values.
Dynamic Stability Assistance (DSA)

DSA-112 - DSA-314
ECC-121
Condition
Diagnostic trouble code (DTC) ECC-121 is stored if the ECC Control module detects that the outside temperature sensor signal is missing or that
there is a short-circuit to ground in the signal cable.
Possible source
- Open-circuit in outside temperature sensor or signal cable.

Condition
- Driver fault warning. The LEDs beside the A/C and REC switches flash for approximately 20 seconds.
ECC-121, 135, 137, 211, 221
Condition
Diagnostic trouble codes (DTCs) ECC-121, 135, 137, 211 and 221 are stored if the ECC control module registers that the signal cable to the outside
temperature sensor is short-circuited to ground.
Possible source
- Short-circuit to ground in signal cable.
Condition
ECC-122
Condition
Diagnostic trouble code (DTC) ECC-122 is stored if the ECC Control module detects a short-circuit to supply voltage in the outside temperature
sensor signal cable.
Possible source
- Short-circuit in the outside temperature sensor.

- Short-circuit to reference voltage in the signal cable from the outside temperature sensor to ECC control module.
Condition
ECC-123
Condition
Diagnostic trouble code (DTC) ECC-123 is stored if the ECC Control module detects that there is no passenger compartment temperature sensor (in
the ECC control module) or that there is a short-circuit to ground in the signal cable.
Possible source
- Open-circuit in the passenger compartment temperature sensor.

- Short-circuit to ground in the passenger compartment temperature sensor.
Condition
ECC-124
Condition
Diagnostic trouble code (DTC) ECC-124 is stored if the ECC control module detects a short-circuit to supply voltage in the passenger compartment
temperature sensor (in the ECC control module) signal cable.
Possible source
- Short-circuit to supply voltage in the passenger compartment temperature sensor.
Condition
ECC-135
Condition
Diagnostic trouble code (DTC) ECC-135 is stored if the ECC control module detects that the engine coolant temperature sensor signal is missing or
that there is a short-circuit to ground in the signal cable.
Possible source
- Open-circuit in engine coolant temperature sensor or signal cable.

Condition
ECC-136
Condition
Diagnostic trouble code (DTC) ECC-136 is stored if the ECC control module detects a short-circuit to supply voltage in the engine coolant
temperature (ECT) sensor signal cable.
Possible source
- Short-circuit in engine coolant temperature sensor.

- Short-circuit to reference voltage in the signal cable from the engine coolant temperature sensor to ECC control module.
Condition
ECC-137
Condition
Diagnostic trouble code (DTC) ECC-137 is stored if the ECC control module detects that the evaporator sensor signal is missing or that there is a
short-circuit to ground in the signal cable.
Possible source
- Open-circuit in evaporator sensor or in signal cable.

Condition
ECC-138
Condition
Diagnostic trouble code (DTC) ECC-138 is stored if the ECC control module detects a short-circuit to supply voltage in the evaporator sensor
signal cable.
Possible source
- Short-circuit in evaporator sensor.

- Short-circuit to reference voltage in the signal cable from the evaporator sensor to ECC control module.
Condition
ECC-139
Condition
Diagnostic trouble code (DTC) ECC-139 is stored if the ECC control module detects that the voltage from generator (GEN) D+ is missing.
This diagnostic trouble code (DTC) is only stored if road speed is above 50 km/h.
Possible source
- Open-circuit in cable between generator (GEN) D+ and ECC control module.
Condition
- Compressor does not start.

- The charging lamp in the combined instrument panel does not go out when the engine is running.
ECC-140
Condition
Diagnostic trouble code (DTC) ECC-140 is stored if the ECC control module detects that the vehicle speed signal from the combined instrument
panel corresponds to a speed above 250 km/h for a certain period.
Possible source
- Defective engine speed (RPM) sensor.

- Defective speedometer/combined instrument panel.
Condition
- Maximum speedometer reading.

ECC-211
Condition
Diagnostic trouble code (DTC) ECC-211 is stored if the ECC control module detects a short-circuit to ground in the temperature damper motor
position sensor signal cable.
Possible source
Condition
ECC-212
Condition
Diagnostic trouble code (DTC) ECC-212 is stored if the ECC control module detects a short-circuit to supply voltage in the temperature damper
motor position sensor signal cable or that the signal is missing.
Possible source
- Open-circuit in signal cable from the damper motor potentiometer to the ECC control module.
- Open-circuit in the potentiometer.
Condition
ECC-221
Condition
Diagnostic trouble code (DTC) ECC-221 is stored if the ECC control module detects a short-circuit to ground in the air distribution damper motor
position sensor signal cable.
Possible source
Condition
ECC-222
Condition
Diagnostic trouble code (DTC) ECC-222 is stored if the ECC control module detects a short-circuit to supply voltage in the air distribution damper
motor position sensor signal cable or that the signal is missing.
Possible source
- Open-circuit in signal cable from the damper motor potentiometer to the ECC control module.
- Damper motor potentiometer is short-circuited.
Condition
ECC-311
Condition
Diagnostic trouble code (DTC) ECC-311 is stored if the ECC control module detects that the power supply from the ECC control module to the
temperature damper motor is not approximately 10 V.
Possible source
- Short-circuit to supply voltage or ground in power supply to temperature damper motor.
Condition
- Control module keeps the damper motor shut down for as long as the fault persists.
ECC-312
Condition
Diagnostic trouble code (DTC) ECC-312 is stored if the ECC control module detects that the signal to the temperature damper motor does not
assume a correct value within 12 seconds.
Possible source
- Temperature damper motor blocked.
Condition
- The damper motor is stopped.
ECC-321
Condition
Diagnostic trouble code (DTC) ECC-321 is stored if the ECC control module detects that the power supply from the ECC control module to the air
distribution damper motor is not approximately 10 V.
Possible source
- Short-circuit to supply voltage or ground in power supply to air distribution damper motor.
Condition
ECC-322
Condition
Diagnostic trouble code (DTC) ECC-322 is stored if the transmission control module (TCM) registers that the damper motor does not assume the
correct position approximately 12 seconds.
Possible source
- Air distribution damper motor blocked.
Condition
- The damper motor is stopped.
ECC-323
Condition
Diagnostic trouble code (DTC) ECC-323 is stored if the ECC control module detects that the power Supply from the ECC control module to the
recirculation damper motor is not approximately 10 V.
Possible source
- Short-circuit to supply voltage or ground in power supply to recirculation damper motor.
Condition
ECC-411
Condition
Diagnostic trouble code (DTC) ECC-411 is stored if the control signal is missing or is faulty.
Condition
- The ECC control module attempts to compensate with a pre-set substitute value via a control signal to the power unit. This substitute value is
lower than the maximum value. If the blower fan switch is in position 0, no control signal is transmitted.
Possible source
- Fault in blower fan power unit.

- Open-circuit in the cable between the ECC control module and the blower fan power unit.
- Fault in blower fan motor.
Condition
- The blower fan motor does not react when the blower fan switch is set to different manual positions (positions 1 to 4).
ECC-412
Condition
Diagnostic trouble code (DTC) ECC-412 is stored if the ECC control module detects that the control signal is incorrect.
Condition
- The ECC control module attempts to compensate with a pre-set substitute value via a control signal to the power unit. This substitute value is
lower than the maximum value. If the blower fan switch is in position 0, no control signal is transmitted.
Possible source
- Short-circuit to ground in the cable between the ECC control module connector terminal 28 and the blower fan power unit.
- Fault in the blower fan power unit.
Condition
- The blower fan motor does not react when the blower fan switch is set to different manual positions (positions 1 to 4).
ECC-421
Condition
Diagnostic trouble code (DTC) ECC-421 is stored if the ECC control module registers that there is no voltage.
Possible source
- Fault in blower fan relay.

- Open-circuit in the cable between ECC control module terminal 29 and blower fan relay (beside blower fan motor).
- Fault in the blower fan motor.
Condition
- The blower fan motor does not react when the blower fan switch is in position 5.
ECC-422
Condition
Diagnostic trouble code (DTC) ECC-422 is stored if the ECC control module detects that the power supply is incorrect.
Possible source
- Short-circuit in the cable between ECC control module terminal 29 and blower fan relay (by the fan motor).
Condition
- The blower fan motor does not react when the blower fan switch is in position 5.
ECC-431
Condition
Diagnostic trouble code (DTC) ECC-431 is stored if the ECC control module detects that there is no signal from the blower fan switch.
Condition
- The ECC control module ignores the faulty signal and compensates the shortfall with a substitute value.
Possible source
- Open-circuit in blower fan switch in ECC control module.

- Internal fault in ECC control module.
Condition
ECC-432
Condition
Diagnostic trouble code (DTC) ECC-432 is stored if the ECC control module detects a short-circuit to ground in the signal cable from the blower
fan switch.
Condition
- The ECC control module ignores the faulty signal and compensates the shortfall with a substitute value.
Possible source
- Short-circuit to ground in the blower fan switch in the ECC control module.
- Internal fault in the ECC control module.
Condition
ECC-433
Condition
Diagnostic trouble code (DTC) ECC-433 is stored if the ECC control module detects that the blower fan motor is consuming too much current.
Possible source
- Fault in the blower fan (defective blower fan motor or blocked blower fan rotor).
Condition
- The control module keeps the blower fan shut down for as long as the fault persists.
ECC-440
Condition
Diagnostic trouble code (DTC) ECC-440 is stored if the ECC control module detects that its internal signals are incorrect.
Possible source
- Fault in ECC control module.
Condition
HEA-11X
Condition
This diagnostic trouble code is stored for certain internal control module faults.
Condition
- Heater not activated.
Possible source
- Defective control module.
Condition
- Poor heating in passenger compartment.

HEA-142
Condition
A diagnostic trouble code (DTC) is stored if there is a short-circuit to supply voltage or an open-circuit in the outside temperature sensor circuit.
Condition
- The heater is allowed to start regardless of outer temperature.
Possible source
- Contact resistance in control module connector.

- Open-circuit on signal ground cable.
- Open-circuit or short-circuit to supply voltage in signal cable.
- Defective outside temperature sensor.
Condition
- Additional heater starts and runs at incorrect outside temperature.

HEA-143
Condition
A diagnostic trouble code (DTC) is stored if there is a short-circuit to ground in the outside temperature sensor circuit.
Condition
- The heater is activated regardless of outside temperature.
Possible source

- Defective outside temperature sensor.
Condition
- Additional heater starts and runs at incorrect outside temperature.

HEA-801
Condition
A diagnostic trouble code (DTC) is stored if there is a short-circuit to supply voltage or an open-circuit in the coolant temperature sensor circuit.
Condition
Possible source

- Open-circuit or short-circuit to supply voltage in signal cable.
- Defective coolant temperature sensor.
Condition

HEA-802
Condition
A diagnostic trouble code (DTC) is stored if there is a short- circuit to ground in the coolant temperature sensor circuit.
Condition

Possible source
- Short-circuit to ground in signal cable

Condition

HEA-811
Condition
A diagnostic trouble code (DTC) is stored if there is a short-circuit to ground in the flame sensor circuit.
Condition
Possible source

- Defective flame sensor.
Condition

HEA-813
Condition
A diagnostic trouble code (DTC) is stored if the flame goes out due to a malfunction while the system is operating.
Condition
Possible source
- No fuel supply.
- Short-circuit to supply voltage in signal cable.
- Flame sensor clogged with soot.
- Open-circuit in ground lead.
Condition

HEA-814
Condition
A diagnostic trouble code (DTC) is stored if there is a short-circuit to supply voltage in the combustion fan circuit.
Condition
Possible source
- Short-circuit to Supply voltage in signal cable.

- Defective combustion fan.
Condition

HEA-815
Condition
A diagnostic trouble code (DTC) is stored if there is a short-circuit to ground or an open-circuit in the combustion fan circuit.
Condition
Possible source
- Contact resistance in control module or combustion fan connectors.

- Open-circuit in power cable.
Condition

HEA-816
Condition
A diagnostic trouble code (DTC) is stored if the combustion fan is running too Slowly.
Condition
Possible source

- Contact resistance in control module or combustion fan connectors.
Condition

HEA-821
Condition
A diagnostic trouble code (DTC) is stored if there is a short-circuit to supply voltage in the water pump circuit.
Condition
- Any engine block heater function will be shut down.
Possible source

- Defective water pump.
Condition
- Engine block heater not working.

HEA-822
Condition
A diagnostic trouble code (DTC) is stored if there is a short-circuit to ground or an open-circuit in the water pump circuit.
Condition
- Any engine block heater function will be shut down.
Possible source
- Contact resistance in control module or water pump connectors.

- Open-circuit in power cable.
- Defective water pump.
Condition
- Engine block heater not working.

HEA-825
Condition
A diagnostic trouble code (DTC) is stored if there is a short-circuit to supply voltage in the fuel pump circuit.
Condition
Possible source

- Defective fuel pump.
Condition

HEA-826
Condition
A diagnostic trouble code (DTC) is stored if there is a short-circuit to ground or an open-circuit in the fuel pump circuit.
Condition
Possible source
- Contact resistance in control module or fuel pump connectors.

- Open-circuit in power cable
- Defective overheat protection thermostat.
Condition

HEA-831
Condition
A diagnostic trouble code (DTC) is stored if the overheat protection thermostat is tripped.
Condition
- The heater is disabled, but is allowed to restart.
Possible source
- Air in the cooling system.

- Cooling system blocked.
Condition

HEA-832
Condition
This diagnostic trouble code is stored if the overheat protection thermostat is tripped three times in a row.
Condition
Possible source
Condition

HEA-841
Condition
A diagnostic trouble code (DTC) is stored if there is a short-circuit to supply voltage in the power supply from the control module to the fuel pump,
water pump and combustion fan.
Condition
- None.
Possible source
- Short-circuit to supply voltage in the power supply cable.
Condition
- None.
HEA-842
Condition
A diagnostic trouble code (DTC) is stored if there is a short-circuit to ground or an open-circuit in the power supply from the control module to the
fuel pump, water pump and combustion fan.
Condition
Possible source

- Short-circuit to ground in the power supply circuit.
- Open-circuit in the power supply cable.
Condition

HEA-843
Condition
This diagnostic trouble code is stored if the supply voltage to the control module exceeds 16 V.
Condition
Possible source
- Defective generator (GEN).

- Battery charger or starter unit with faulty charge voltage connected.
Condition

HEA-851
Condition
The control module can control the blower fan via a relay. Diagnostic trouble code (DTC) HEA-851 is stored if the control module registers that the
signal to the relay is too high.
Condition
- None.
Possible source
Condition
- Poor heating in the passenger compartment (applies if the warmer is connected with this function).
HEA-861
Condition
A diagnostic trouble code (DTC) is stored if there is a short-circuit to supply voltage, ground or an open-circuit in the glow plug circuit.
Condition
Possible source

- Contact resistance in glow plug connection.
- Short-circuit to ground or supply voltage in signal cable.
- Defective glow plug.
Condition

HEA-891
Condition
A diagnostic trouble code (DTC) is stored if the heater makes three failed start attempts in a row.
Condition
Possible source
- Leakage in heater fuel system.

- Blocked air intake.
- No fuel supply.
- Contact resistance in the control module connector.
- Open-circuit in the flame sensor control signal cable.
- Cable for the flame sensor control signal, short-circuited to supply voltage.
- Flame sensor clogged with soot.
Condition

HEA-898
Condition
Diagnostic trouble code (DTC) HEA-898 is stored during manufacture of the control module to ensure that the heater is tested at the factory before
the car is delivered to the customer. In other words this diagnostic trouble code (DTC) cannot be set by the control module itself; only by the
manufacturer. The diagnostic trouble code (DTC) is automatically erased at the factory when the unit is tested.
When the unit is installed as a replacement part the diagnostic trouble code (DTC) must be erased manually after the heater has been tested in the
car.
Condition
- None.
Possible source
- Is only a reminder that the heater must be tested before the car is returned to the customer.
Condition
- None.
HEA-899
Condition
A diagnostic trouble code (DTC) was stored while the car was being manufactured. There is nothing wrong with the heater.
Condition
- None.
Possible source
- The diagnostic trouble code (DTC) was not erased in the factory.
Condition
- None.
DTC 2-4-1
Condition
Diagnostic trouble code (DTC) 2-4-1 is stored if the timer registers that the signal at output 2 is low.
Condition
- None.
Possible source
- Control signal cable to heater short-circuited to ground.
Condition
- Missing parking heater function.

DTC 2-4-2
Condition
Diagnostic trouble code (DTC) 2-4-2 is stored if the timer registers that the signal at output 3 is low.
Condition
- None.
Possible source
- Control signal cable to the electrical heater short-circuited to ground.
Condition
- Missing engine block heater function.

DTC 2-4-3
Condition
Diagnostic trouble code (DTC) 2-4-3 is stored if the timer registers an internal fault (NTC-resistor).
Condition
- None.
Possible source
- Defective NTC-resistor.
Condition

DTC 2-4-4
Condition
Diagnostic trouble code (DTC) 2-4-4 is stored if the timer registers an internal fault.
Condition
- None.
Possible source
- Defective timer.
Condition

Conversion Table Standardized Diagnostic Trouble Codes (DTCS)/Volvo Diagnostic Trouble

Codes (DTCS)
Conversion Table Standardized Diagnostic Trouble Codes (DTCs)/Volvo Diagnostic Trouble Codes (DTCs)
Information
Background
diagnostics system.
model year 1999).
Table explanations
trouble code (DTC) can be read off on vehicles with standardized on-board diagnostic systems for emissions related faults, certified in accordance
with OBD II. Reading off is performed with a generic scan tool, an instrument for fault-tracing standardized in accordance with SAE J1978/ISO
15031-4.
NOTE: An SAE/ISO diagnostic trouble code (DTC) can correspond to several DII diagnostic trouble codes (DTCs). All of these must therefore by
rectified in order for the corresponding SAE/ISO diagnostic trouble code (DTC) to disappear.
There are DII diagnostic trouble codes (DTCs) for non emissions-related faults that do not correspond to any SAE/ISO diagnostic trouble code
(DTC).
All Other P Codes

For diagnosis of all P codes - See: Diagnostic Trouble Code Tests and Associated Procedures/P Code Charts
DTC Conversion Table Notes
Conversion Table Standardized Diagnostic Trouble Codes (DTCs)/Volvo Diagnostic Trouble Codes (DTCs)
Information
Background
diagnostics system.
model year 1999).
Table explanations
trouble code (DTC) can be read off on vehicles with standardized on-board diagnostic systems for emissions related faults, certified in accordance
with OBD II. Reading off is performed with a generic scan tool, an instrument for fault-tracing standardized in accordance with SAE J1978/ISO
15031-4.
NOTE: An SAE/ISO diagnostic trouble code (DTC) can correspond to several DII diagnostic trouble codes (DTCs). All of these must therefore by
rectified in order for the corresponding SAE/ISO diagnostic trouble code (DTC) to disappear.
There are DII diagnostic trouble codes (DTCs) for non emissions-related faults that do not correspond to any SAE/ISO diagnostic trouble code
(DTC).
P0301
Alldata Editor Note:
Volvo does not provide information regarding DTC P0301 for some models.
However, it has been reported that various Volvo engine control modules will produce this code. The code is associated with cylinder misfire [cyl
#1] and causes increased emissions which may cause three-way catalytic converter (TWC) damage.
Possible Causes
- Defective spark plugs, ignition cables, ignition coil or flywheel/pulse wheel
- Blocked/leaking injector
- Uneven compression
- Leakage between the cooling system and cylinders
- Moisture, flashover in the ignition system on HT side
- Intermittent open-circuit, intermittent short-circuit to ground, intermittent short-circuit to voltage supply, contact resistance or loose
connection in the ignition system low-tension side, in the injector circuit or fuel pump (FP) circuit
- Fuel stoppage
- Water in the spark plug wells
- Contaminated fuel or incorrect fuel type
- Repeated cold starting where the engine coolant temperature (ECT) has not reached normal operating temperature between starts.
Manufacture codes associated with this P code may include ECM-44, ECM-45, ECM-4D.
P0302
Possible Causes
- Fuel stoppage
P0303
Possible Causes
- Fuel stoppage
P0304
Possible Causes
- Fuel stoppage
P0600 - P1108
P0600 - P1108
P0600 - P1108
P0600 - P1108
P0600 - P1108
P1241 - P1600
P1241 - P1600

Condition
Diagnostic trouble code (DTC) ECM-0A is stored if the atmospheric pressure sensor circuit is short-circuited to ground or voltage or if there is an
open-circuit in the circuit.
Condition
- 90 kPa (approximately 1000 meters above sea-level)
- No leak diagnostic.
Possible source
Signal too high:

- Short-circuit to supply voltage in the signal cable
- Faulty atmospheric pressure sensor.
Signal too low:


- Open-circuit in the signal cable
- Faulty atmospheric pressure sensor.
Condition
- Malfunction indicator lamp (MIL) lit.
Signal Too High - Intermittent Fault

Checking Wiring
Check the engine Control module (ECM) and atmospheric pressure sensor connectors for contact resistance and oxidation according to Checking
wiring and terminals - Intermittent Faults.
Check in particular for damage, or loose terminal pins.
Check the signal cable between engine control module (ECM) terminal 18 and atmospheric pressure sensor terminal 3 for an intermittent
short-circuit to supply voltage. Remedy according to Checking wiring and terminals - Intermittent Faults.
Check the voltage cable between engine control module (ECM) connector terminal 77 and atmospheric pressure sensor terminal 2 for an
intermittent open-circuit. Remedy according to Checking wiring and terminals - Intermittent Faults.
See: Diagnostic Trouble Code Tests and Associated Procedures/Related Tests, Information and Procedures/Checking Wiring and Terminals
Other information
- To connect the breakout box, See: Reading and Clearing Diagnostic Trouble Codes/Scan Tool Connecting/Connecting the Breakout Box,
ECM (EMS 2000)
- To replace the atmospheric pressure sensor, see Replacing the air conditioning (A/C) system pressure sensor.
Checking the Terminal

Checking The Terminal
- Ignition off
- Disconnect the connector for the atmospheric pressure sensor.
Check the atmospheric pressure sensor connector for contact resistance and oxidation according to See: Diagnostic Trouble Code Tests and
Associated Procedures/Related Tests, Information and Procedures/Checking Wiring and Terminals
Remedy as necessary.
Was a fault detected?
Yes - This information to be published by O.E. at a later date.
No - See: Diagnostic Trouble Code Tests and Associated Procedures/Manufacturer Code Charts/Engine Control System/ECM-0A/Signal
Too High - Permanent Fault/Checking the Signal Cable - I
Checking the Signal Cable - I

Checking The Signal Cable
- Ignition off
- Disconnect the connector for the atmospheric pressure sensor
- Ignition on.
Connect a voltmeter between the atmospheric pressure sensor connector terminal 3 (control module side) and ground.
The voltmeter should read 0 V.
OK - See: Diagnostic Trouble Code Tests and Associated Procedures/Manufacturer Code Charts/Engine Control System/ECM-0A/Signal
Too High - Permanent Fault/Checking the Ground Lead - I
Not OK - See: Diagnostic Trouble Code Tests and Associated Procedures/Manufacturer Code Charts/Engine Control System/ECM-0A/Signal
Too High - Permanent Fault/Checking the Signal Cable - II
Checking the Ground Lead - I

Checking The Ground Lead
Connect an ohmmeter between atmospheric pressure sensor connector terminal 2 and ground.
The ohmmeter should read approximately 0 [ohm].
Too High - Permanent Fault/Defective Atmospheric Pressure Sensor
Too High - Permanent Fault/Checking the Ground Lead - II
Defective Atmospheric Pressure Sensor

Try a new atmospheric pressure sensor according to Replacing the atmospheric pressure sensor.
After performing this procedure See: Diagnostic Trouble Code Tests and Associated Procedures/Manufacturer Code Charts/Engine Control
System/ECM-0A/Signal Too High - Permanent Fault/Verification
Checking the Ground Lead - II
Check the cable between atmospheric pressure sensor connector terminal 2 (control module side) and engine control module (ECM) terminal 77 for
an open-circuit according to See: Diagnostic Trouble Code Tests and Associated Procedures/Related Tests, Information and Procedures/Checking
Wiring and Terminals
Remedy as necessary
Checking the Signal Cable - II
a short-circuit to supply voltage according to See: Diagnostic Trouble Code Tests and Associated Procedures/Related Tests, Information and
Procedures/Checking Wiring and Terminals
Verification
Verification
- Reconnect the connectors, reinstall components etc.

- Connect VCT 2000
- Ignition on.
Read off the BARO parameter.

The value indicates atmospheric pressure.
Signal Too Low - Intermittent Fault

Checking Wiring
Check the engine control module (ECM) and atmospheric pressure sensor connectors for contact resistance and oxidation according to Checking
wiring and terminals - Intermittent faults.
Check the signal cable between engine control module (ECM) terminal 18 and atmospheric pressure sensor terminal 3 for an intermittent
short-circuit to ground. Remedy according to Checking wiring and terminals - Intermittent faults and for an intermittent open-circuit according
to Checking wiring and terminals - Intermittent faults.
Check the voltage cable between engine control module (ECM) connector terminal 78 and atmospheric pressure sensor terminal 1 for an
intermittent open-circuit. Remedy according to Checking wiring and terminals - Intermittent faults.
The supply voltage should be 5 V.
Other information:
ECM (EMS 2000)
- To replace the atmospheric pressure sensor, see Replacing the air conditioning (A/C) system pressure sensor.

- Ignition off
- Disconnect the connector for the atmospheric pressure sensor.
Check the atmospheric pressure sensor connector for contact resistance and oxidation according to See: Diagnostic Trouble Code Tests and
Yes - See: Diagnostic Trouble Code Tests and Associated Procedures/Manufacturer Code Charts/Engine Control System/ECM-0A/Signal
Too Low - Permanent Fault/Verification
Too Low - Permanent Fault/Checking the Power Cable - I
Checking the Power Cable - I

Checking The Power Cable
- Ignition on
- Atmospheric pressure sensor connector disconnected.
Connect a voltmeter between atmospheric pressure sensor connector terminal 1 (control module side) and the ground terminal.
The voltmeter should read approximately 5 V.
Too Low - Permanent Fault/Checking the Signal Cable - I
Too Low - Permanent Fault/Checking the Power Cable - II

- Ignition off
- Atmospheric pressure sensor connector disconnected.
Connect an ohmmeter between atmospheric pressure sensor connector terminal 3 (control module side) and the ground terminal.
The ohmmeter should read approximately 59 k[ohm].
Too Low - Permanent Fault/Checking the Ground Lead - I
Too Low - Permanent Fault/Checking the Signal Cable - II

Connect an ohmmeter between atmospheric pressure sensor connector terminal 2 (engine control module (ECM) side) and ground.
Too Low - Permanent Fault/Defective Atmospheric Pressure Sensor
Too Low - Permanent Fault/Checking the Ground Lead - II

Try a new atmospheric pressure sensor according to Replacing the atmospheric pressure sensor.
System/ECM-0A/Signal Too Low - Permanent Fault/Verification
a short-circuit to ground according See: Diagnostic Trouble Code Tests and Associated Procedures/Related Tests, Information and
Checking the Power Cable - II
After performing the procedure See: Diagnostic Trouble Code Tests and Associated Procedures/Manufacturer Code Charts/Engine Control
Verification
Verification
- Ignition off
- Connect VCT 2000
- Ignition on.
Read off the BARO parameter.

Condition
Diagnostic trouble code (DTC) ECM-0B is stored is stored if the control module detects that the atmospheric pressure sensor signal is lower that
the boost pressure sensor signal when the ignition is on, the engine is not running and no diagnostic trouble code (DTC) is stored for the boost
pressure sensor.
Condition
EVAP control only at idling, no leak diagnostic.
Possible source
- Contact resistance in the wiring
- Defective atmospheric pressure sensor.
Condition
- None.

Checking The Connectors
- Ignition off
- Check the atmospheric pressure sensor and engine control module (ECM) connectors for contact resistance and oxidation according to
Checking wiring and terminals - Intermittent Faults and loose connections according to Checking wiring and terminals - Intermittent
Faults. Check for damage carefully.
Other information:
ECM (EMS 2000)
- For information about signals, See: Pinout Values and Diagnostic Parameters/Signal Specifications, ECM
- To replace the atmospheric pressure sensor, see Replacing the atmospheric pressure sensor.
Checking Wiring and Connectors

Checking Wiring And Connectors
- Ignition off
- Check the atmospheric pressure sensor and engine control module (ECM) connectors for contact resistance and oxidation according to
Checking wiring and terminals - Permanent Faults.
- Check the signal cable between atmospheric pressure sensor terminal 3 and control module terminal 18. Check the power supply cable
between atmospheric pressure sensor terminal 1 and control module terminal 74. Check these cables for an open-circuit according to
Check the atmospheric pressure sensor signal cable terminal 3 for a short-circuit to ground according to Checking wiring and terminals -
Permanent Faults.
- Remedy as necessary
- Try a atmospheric pressure sensor if no fault is found during the above fault-tracing.
Other information
ECM (EMS 2000)
- For information about signals, see Replacing the air conditioning (A/C) system pressure sensor.
System/ECM-0B/Signal Too Low - Permanent Fault/Verification

Verification
Verification
Hint: After carrying out the repair, check that the fault has been remedied.
- Reinstall the components, reconnect the connectors etc.

- Ignition on.
- Check whether the diagnostic trouble code (DTC) status changes to intermittent. If the fault has been remedied, the diagnostic trouble code
(DTC) status should have changed to intermittent

Condition
Diagnostic trouble code (DTC) ECM-0C is stored if the control module detects that the signal from the boost pressure sensor is too high, too low or
missing.
Condition
EVAP diagnostic disabled.
Possible source
Signal too high:

- Open-circuit in the ground lead
- Contact resistance in the terminals
- Defective boost pressure sensor.
Signal too low:

- Short-circuit to ground in the signal cable
- Open-circuit in the power supply cable for the boost pressure sensor
Condition

- Ignition off.
Check the boost pressure sensor connector for intermittent contact resistance and oxidation according to Checking wiring and terminals -
Intermittent Faults and loose connections according to Checking wiring and terminals - Intermittent Faults. Check for damage carefully.
Check the cable between boost pressure sensor terminal 3 and control module terminal 13 for an intermittent short- circuit to supply voltage
according to Checking wiring and terminals - Intermittent Faults and the cable between boost pressure sensor terminal 2 and ground for an
intermittent open-circuit according to Checking wiring and terminals - Intermittent Faults
Other information:
ECM (EMS 2000)
- To replace the boost pressure sensor, see Replacing the atmospheric pressure sensor.
Checking the Connectors

- Ignition off
- Check the boost pressure sensor connector for contact resistance and oxidation according to Checking wiring and terminals - Permanent
Faults. Check for damage carefully.
Yes - See: Diagnostic Trouble Code Tests and Associated Procedures/Manufacturer Code Charts/Engine Control System/ECM-0C/Signal
Too High - Permanent Fault/Verification
No - See: Diagnostic Trouble Code Tests and Associated Procedures/Manufacturer Code Charts/Engine Control System/ECM-0C/Signal
Too High - Permanent Fault/Checking the Cable and Components
Checking the Cable and Components

Checking The Cable And Components
- Ignition off.
Check the cable between the boost pressure sensor terminal 3 and control module terminal 13 for a short-circuit to supply voltage according to
and the cable between boost pressure sensor terminal 2 and ground for an open-circuit according to Checking wiring and terminals - Permanent
Faults.
If no fault is found during the above fault-tracing, try a new boost pressure sensor according to Replacing the atmospheric pressure sensor if
necessary.
Other information:
ECM (EMS 2000)
System/ECM-0C/Signal Too High - Permanent Fault/Verification
Verification
Verification

- Start the engine
- Rev the engine above 4000 rpm twice.

- Ignition off.
Check the boost pressure sensor connector for contact resistance and oxidation according to Checking wiring and terminals - Intermittent Faults
and loose connections according to Checking wiring and terminals - Intermittent Faults. Check for damage carefully.
Check the signal cable between boost pressure sensor terminal 3 and control module terminal 13. Check the power supply cable between boost
pressure sensor terminal 1 and control module terminal 74. Check these cables for an intermittent open-circuit according to Checking wiring and
terminals - Intermittent Faults.
Hint: The boost pressure sensor receives 5 V from control module terminal 74.
Check the signal cable between boost pressure sensor terminal 3 and control module terminal 13 for an intermittent short-circuit to ground
according to Checking wiring and terminals - Intermittent Faults.
Other information:
ECM (EMS 2000)

- Ignition off.
Check the boost pressure sensor connector for contact resistance and oxidation according to See: Diagnostic Trouble Code Tests and Associated
Procedures/Related Tests, Information and Procedures/Checking Wiring and Terminals
Too Low - Permanent Fault/Checking the Cable and Components

- Ignition off
Check the signal cable between boost pressure sensor terminal 3 and control module terminal 13. Check the power supply cable between boost
pressure sensor terminal 1 and control module terminal 74. Check these cables for an open-circuit according to Checking wiring and terminals -
Permanent Faults.
Check boost pressure sensor terminal 3 for a short-circuit to ground according to Checking wiring and terminals - Permanent Faults.
Hint: The boost pressure sensor receives 5 V from control module terminal 74.
If no fault is found during the above fault-tracing, try a new boost pressure sensor according to Replacing the atmospheric pressure sensor if
necessary.
Other information:
ECM (EMS 2000)
System/ECM-0C/Signal Too Low - Permanent Fault/Verification
Verification
Verification

- Start the engine

Condition
Diagnostic trouble code (DTC) ECM-0D is stored (signal too low) if the boost pressure sensor value is lower than the atmospheric pressure sensor
value when the ignition is on and the engine is not running. Diagnostic trouble code (DTC) ECM-0D is stored (signal too high) if the boost pressure
sensor value is higher than expected when the engine is running.
Condition
The leak diagnostic is disabled.
Possible source
Signal too low:

Signal too high

- Defective boost pressure system
Condition
- Malfunction indicator lamp (MIL) lit
- Idle speed too high
- Idle speed too low.

- Ignition off.
Release the boost pressure control (BPC) valve according to See: Fuel Delivery and Air Induction/Turbocharger/Wastegate Actuator/Testing and
Inspection Check that the boost pressure control (BPC) valve does not stick in the closed position.
Check the turbocharger (TC) according to See: Fuel Delivery and Air Induction/Turbocharger/Testing and Inspection Check in particular the hoses
and the function of the pressure regulator.
Other information:
ECM (EMS 2000)
Checking the Boost Pressure Sensor Signal - I

Checking The Boost Pressure Sensor Signal
- Ignition on
- Read off the boost pressure sensor and atmospheric pressure sensor values
- Check that the boost pressure sensor value is within 200 mbar of the atmospheric pressure sensor value. The atmospheric pressure sensor
value is used as a reference value for this test.
Select one of the following alternatives to continue:

1 - The boost pressure sensor value is more than 200 mbar higher than the atmospheric pressure sensor value
2 - The boost pressure sensor value is approximately the same as the atmospheric pressure sensor value.
1 - See: Diagnostic Trouble Code Tests and Associated Procedures/Manufacturer Code Charts/Engine Control System/ECM-0D/Signal
Too High - Permanent Fault/Checking the Wiring
2 - This information to be published by O.E. at a later date.
Checking the Wiring

Checking The Wiring
- Ignition off.
Check the boost pressure sensor connector for contact resistance and oxidation according to Checking wiring and terminals - Permanent Faults.
Check the signal cable between boost pressure sensor terminal 3 and control module terminal 13 for a short-circuit to supply voltage according to
Checking wiring and terminals - Permanent Faults and the ground lead between boost pressure sensor terminal 2 and control module terminal
73 for an open-circuit according to Checking wiring and terminals - Permanent Faults.
Other information
ECM (EMS 2000)
System/ECM-0D/Signal Too High - Permanent Fault/Checking the Boost Pressure Sensor Signal - II
Checking the Boost Pressure Sensor Signal - II
- Reinstall the connector

- Ignition on.
Read off the boost pressure sensor and atmospheric pressure sensor values.
Check that the boost pressure sensor value does not deviate from the atmospheric pressure sensor value by more than 200 mbar. The atmospheric
pressure sensor value is used as a reference value for this test.
Try a new boost pressure sensor if the boost pressure sensor value does not correspond to the atmospheric pressure sensor value to an accuracy of
200 mbar.
System/ECM-0D/Signal Too High - Permanent Fault/Verification
Verification
Verification
- Test drive the car with changing throttle opening and at constant throttle opening. This will ensure that the boost pressure system operates
throughout the entire range
- Connect the VIDA station
- Ignition on
- Check if the diagnostic trouble code (DTC) status has changed to intermittent. If it has, the fault has been remedied.

- Ignition off.
Check the boost pressure sensor and engine control module (ECM) connectors for contact resistance and oxidation according to Checking wiring
and terminals - Intermittent Faults and loose connections according to Checking wiring and terminals - Intermittent Faults. Check for
damage carefully.
Other information:
ECM (EMS 2000)

- Ignition off.
Check the boost pressure sensor and engine control module (ECM) connectors for contact resistance and oxidation according to See: Diagnostic
Trouble Code Tests and Associated Procedures/Related Tests, Information and Procedures/Checking Wiring and Terminals
System/ECM-0D/Signal Too Low - Permanent Fault/Checking the Boost Pressure Sensor Signal - I
Checking the Boost Pressure Sensor Signal - I

- Ignition on.
Read off the boost pressure and atmospheric pressure.

Is the boost pressure sensor value within 200 mbar of the atmospheric pressure sensor value?
Yes - Test Complete
No - See: Diagnostic Trouble Code Tests and Associated Procedures/Manufacturer Code Charts/Engine Control System/ECM-0D/Signal
Too Low - Permanent Fault/Checking the Wiring
Checking the Wiring

Checking The Wiring
- Ignition off.
Check the signal cable between boost pressure sensor connector terminal 3 and control module terminal 13. Check the power supply cable between
boost pressure sensor terminal 1 and control module terminal 74. Check these cables for an open-circuit according to Checking wiring and
terminals - Permanent Faults.
Check the boost pressure sensor signal cable terminal 3 to control module terminal 13 for a short-circuit to ground according to Checking wiring
and terminals - Permanent Faults.
Other information
ECM (EMS 2000)
System/ECM-0D/Signal Too Low - Permanent Fault/Checking the Boost Pressure Sensor Signal - II
Checking the Boost Pressure Sensor Signal - II

- Ignition on.
Read off the boost pressure and atmospheric pressure.
Try a new boost pressure sensor if the boost pressure sensor value does not correspond to the atmospheric pressure sensor value.
System/ECM-0D/Signal Too Low - Permanent Fault/Verification
Verification
Verification

- Ignition on.
- Read off the boost pressure sensor and atmospheric pressure sensor values by clicking on the VCT-2000 symbol
- Compare the boost pressure sensor and atmospheric pressure sensor values. The atmospheric pressure sensor value is used as a reference
value for this test

Condition
Diagnostic trouble code (DTC) ECM-0F is stored if the control module receives a signal from the intake air temperature (IAT) sensor which
corresponds to a temperature lower than -48°C (low signal) or higher than +142°C (high signal).
Condition
- When driving: latest correct values
- Adaptation values not updated
Possible source
Signal too high:

- Open-circuit in the signal cable or in the ground lead
- Faulty intake air temperature (IAT) sensor.
Signal too low:

- Faulty intake air temperature (IAT) sensor.
Condition

Checking Wiring
Check the engine Control module (ECM) and intake air temperature (IAT) sensor connectors for contact resistance and oxidation according to
Checking wiring and terminals - Intermittent Faults.
Check the signal cable between engine control module (ECM) terminal 48 and intake air temperature (IAT) sensor terminal 1 for an intermittent
short-circuit to Supply voltage. Remedy according to Checking wiring and terminals - Intermittent Faults and for an intermittent open-circuit
Check the ground lead between engine control module (ECM) terminal 79 and intake air temperature (IAT) sensor terminal 2 for an intermittent
open-circuit. Remedy according to Checking wiring and terminals - Intermittent Faults.
Other information
- To replace the intake air temperature (IAT) sensor, see Replacing the intake air temperature sensor
ECM (EMS 2000)
Checking the Connector

Checking The Connector
- Ignition off
- Intake air temperature (IAT) sensor connector disconnected.
Check the connector for contact resistance and oxidation according to See: Diagnostic Trouble Code Tests and Associated Procedures/Related
Tests, Information and Procedures/Checking Wiring and Terminals
Were any faults found?

Yes - See: Diagnostic Trouble Code Tests and Associated Procedures/Manufacturer Code Charts/Engine Control System/ECM-0F/Signal
No - See: Diagnostic Trouble Code Tests and Associated Procedures/Manufacturer Code Charts/Engine Control System/ECM-0F/Signal
Too High - Permanent Fault/Checking the Ground Lead
Checking the Ground Lead

Connect an ohmmeter between the intake air temperature (IAT) sensor connector terminal #2 (control module side) and ground.
OK - See: Diagnostic Trouble Code Tests and Associated Procedures/Manufacturer Code Charts/Engine Control System/ECM-0F/Signal
Too High - Permanent Fault/Checking the Signal Cable
Not OK - See: Diagnostic Trouble Code Tests and Associated Procedures/Manufacturer Code Charts/Engine Control System/ECM-0F/Signal
Too High - Permanent Fault/Checking Wiring and Terminals - I
Checking the Signal Cable

- Ignition on
- Disconnect the intake air temperature sensor connector.
Connect a voltmeter between the intake air temperature (IAT) sensor connector terminal #1 (control module side) and ground.

- more than 5 V
- approximately 5 V
- 0 V.
Select one of the above options:
1 - See: Diagnostic Trouble Code Tests and Associated Procedures/Manufacturer Code Charts/Engine Control System/ECM-0F/Signal
Too High - Permanent Fault/Defective Intake Air Temperature (IAT) Sensor
Too High - Permanent Fault/Checking Wiring and Terminals - II
Checking Wiring and Terminals - I

Checking Wiring And Terminals
Check the cable between intake air temperature (IAT) sensor connector terminal #1 (engine control module (ECM) side) and engine control module
(ECM) terminal #48. Check for a short-circuit to supply voltage according to See: Diagnostic Trouble Code Tests and Associated
System/ECM-0F/Signal Too High - Permanent Fault/Verification
Defective Intake Air Temperature (IAT) Sensor
Try a new intake air temperature (IAT) sensor according to Replacing the intake air temperature sensor.
Checking Wiring and Terminals - II

(ECM) terminal #48. Check for an open-circuit according to Checking wiring and terminals - Permanent Faults.
(ECM) terminal #79. Check for an open-circuit according to Checking wiring and terminals - Permanent Faults.
Verification
Verification

- Start the engine. Let the engine idle.
Read off diagnostic trouble codes (DTCs).
Check that the status of the diagnostic trouble code (DTC) has changed to intermittent. The fault has been remedied if the status of the diagnostic
trouble code (DTC) has changed to intermittent.

Checking Wiring
Check the signal cable between the engine control module (ECM) terminal 48 and the intake air temperature (IAT) sensor terminal 1 for an
intermittent short-circuit to ground and remedy according to See: Diagnostic Trouble Code Tests and Associated Procedures/Related Tests,
Information and Procedures/Checking Wiring and Terminals
Other information
ECM (EMS 2000)
- To replace the mass air flow (MAF) sensor, see Replacing the intake air temperature sensor.

- Ignition off
- Intake air temperature (IAT) sensor connector disconnected.
Connect an ohmmeter between intake air temperature (IAT) sensor connector terminal #1 (control module side) and ground.
The ohmmeter should read 3,000-4,500 [ohm].
OK - See: Diagnostic Trouble Code Tests and Associated Procedures/Manufacturer Code Charts/Engine Control System/ECM-0F/Signal
Too Low - Permanent Fault/Defective Intake Air Temperature (IAT) Sensor
Not OK - See: Diagnostic Trouble Code Tests and Associated Procedures/Manufacturer Code Charts/Engine Control System/ECM-0F/Signal
Too Low - Permanent Fault/Checking the Cable

Try a new intake air temperature (IAT) sensor according to Replacing the intake air temperature sensor.
Checking the Cable

Checking The Cable
Check the cable between intake air temperature (IAT) sensor connector terminal #1 and engine control module (ECM) terminal #48. Check for a
short-circuit to ground according to See: Diagnostic Trouble Code Tests and Associated Procedures/Related Tests, Information and
System/ECM-0F/Signal Too Low - Permanent Fault/Verification
Verification
Verification


Condition
Diagnostic trouble code (DTC) ECM-10 is stored if the control module detects changes in the air temperature within the normal operating range of
the intake air temperature (IAT) sensor that are too rapid.
Condition
- The Wastegate diagnostic is disabled
- The EVAP diagnostic is disabled
- Limited EVAP control
- No fuel trim adaptation
- No idling speed adaptation.
Possible source
- Defective intake air temperature (IAT) sensor
- Intermittent open-circuit, short-circuit to ground or short-circuit to supply voltage in the signal cable
- Intermittent open-circuit or short-circuit to supply voltage in the ground lead.
Condition
- High fuel consumption
- High idling speed
- Low idling speed.
Faulty Signal - Intermittent Fault

- Ignition off
- Check the intake air temperature (IAT) sensor and engine control module (ECM) connectors for loose connections according to Checking
wiring and terminals - Intermittent Faults and contact resistance and oxidation according to Checking wiring and terminals -
Intermittent Faults
- Check the signal cable between engine control module (ECM) terminal 48 and intake air temperature (IAT) sensor terminal 1 for a
short-circuit to ground according to Checking wiring and terminals - Intermittent Faults
- Check the ground lead between intake air temperature (IAT) sensor terminal 2 and engine control module (ECM) terminal 79 for an
intermittent open-circuit according to Checking wiring and terminals - Intermittent Faults
- Check the signal cable between intake air temperature (IAT) sensor terminal 1 and engine control module (ECM) terminal 48. Check the
cable between intake air temperature (IAT) sensor terminal 2 and engine control module (ECM) terminal 79. Check these cables for an
intermittent short-circuit to supply voltage according to Checking wiring and terminals - Intermittent Faults
- Try a new intake air temperature (IAT) sensor if no fault is found during the above fault-tracing.
Other information
ECM (EMS 2000)
Faulty Signal - Permanent Fault

- Ignition off
- Check the intake air temperature (IAT) sensor and engine control module (ECM) connectors for contact resistance and oxidation according to
Checking wiring and terminals - Permanent Faults
- Check the signal cable between engine control module (ECM) terminal #48 and intake air temperature (IAT) sensor terminal #1. Check for a
short-circuit to ground according to Checking wiring and terminals - Permanent Faults
- Check the ground lead between intake air temperature (IAT) sensor terminal #2 and engine control module (ECM) terminal # 79. Check for
an intermittent open-circuit according to Checking wiring and terminals - Permanent Faults
- Check the signal cable between intake air temperature (IAT) sensor terminal #1 and engine control module (ECM) terminal #48. Check the
ground lead between intake air temperature (IAT) sensor terminal #2 and engine control module (ECM) terminal # 79. Check these cables for
an intermittent short-circuit to supply voltage according to Checking wiring and terminals - Permanent Faults
- Try a new intake air temperature (IAT) sensor if no fault is found during the above fault-tracing.
Other information
ECM (EMS 2000)
- For information about signals See: Pinout Values and Diagnostic Parameters/Signal Specifications, ECM

Condition
Diagnostic trouble code (DTC) ECM-13 is stored if the control module detects that the signal from the mass air flow (MAF) sensor is too high or
too low.
Condition
- Initial boost pressure
- No idle air trim adaptation
- No long-term fuel trim
- No three-way catalytic converter (TWC) diagnostic
- The boost pressure sensor and the intake air temperature (IAT) sensor are used to calculate the mass air flow.
Possible source
Signal too high:

- Faulty mass air flow (MAF) sensor.
Signal too low:

- Open-circuit in the signal cable or the power supply
- Air leakage in the intake system
- Faulty mass air flow (MAF) sensor
- Faulty idle air control (IAC) system.
Condition
- High idling speed
- Low idling speed

Checking Wiring
Check the engine Control module (ECM) and mass air flow (MAF) sensor connectors. Check for contact resistance and oxidation according to
Checking wiring and terminals - Intermittent Faults
Check in particular for damage or loose terminal pins.
Check the signal cable between engine control module (ECM) terminal #16 and mass air flow (MAF) sensor terminal #2. Check for an intermittent
short-circuit to supply voltage according to Checking wiring and terminals - Intermittent Faults. Remedy if necessary.
Check the ground lead between engine control module (ECM) terminal #15 and mass air flow (MAF) sensor terminal #1. Check for an intermittent
short-circuit to supply voltage according to Checking wiring and terminals - Intermittent Faults. Remedy if necessary.
Other information:
ECM (EMS 2000)
Checking the Voltage

Checking The Voltage
- Ignition off
- Disconnect the mass air flow (MAF) sensor connector
- Ignition on.
Connect a voltmeter between mass air flow (MAF) sensor connector terminal #2 (control module side) and ground.
OK - See: Diagnostic Trouble Code Tests and Associated Procedures/Manufacturer Code Charts/Engine Control System/ECM-13/Signal
Not OK - See: Diagnostic Trouble Code Tests and Associated Procedures/Manufacturer Code Charts/Engine Control System/ECM-13/Signal
Too High - Permanent Fault/Checking Wiring and Terminals

Connect a voltmeter between mass air flow (MAF) sensor connector terminal #1 (engine control module (ECM) side) and ground.
Too High - Permanent Fault/Defective Mass Air Flow (MAF) Sensor
Too High - Permanent Fault/Checking Wiring and Terminals
Defective Mass Air Flow (MAF) Sensor

Try a new mass air flow (MAF) sensor according to Replacing the mass air flow sensor.
System/ECM-13/Signal Too High - Permanent Fault/Verification
Checking Wiring and Terminals

Check the cable between mass air flow (MAF) sensor connector terminal #2 (engine control module (ECM) side) and engine control module
(ECM) terminal #15. Check for a short-circuit to supply voltage according to See: Diagnostic Trouble Code Tests and Associated
Verification
Verification
- Ignition off
- Connect VCT2000
- Start the engine. Let the engine run until it reaches operating temperature.
Read off the MAF parameter.
The value should be 8-13 kg/h when idling. It should increase with throttle opening.

Checking Wiring
Check the engine Control module (ECM) and mass air flow (MAF) sensor connectors. Check for contact resistance and oxidation according to
Checking wiring and terminals - Intermittent Faults
Check in particular for damage or loose terminal pins. Check the signal cable between engine control module (ECM) terminal #16 and mass air
flow (MAF) sensor terminal #2. Check for an intermittent short-circuit to ground according to Checking wiring and terminals - Intermittent
Faults. Remedy if necessary.
Check the power supply cable between mass air flow (MAF) sensor terminal #3 and system relay (2/14) terminal #3. Check for an intermittent
open-circuit according to Checking wiring and terminals - Intermittent Faults. Remedy if necessary.
The supply voltage should be approximately battery voltage when the system relay is activated.
Check that the idling system air ducts are not blocked.
Hint: If there is a mechanical defect in the idle air control (IAC) valve the air flow may be hindered by blockages in the idling system air ducts.
Check the intake system for air leakage according to See: Component Tests and General Diagnostics/Check For Air Leaks In the Intake System
Other information:
ECM (EMS 2000)
- To replace the mass air flow (MAF) sensor, see Replacing the mass air flow (MAF) sensor
- To replace the idle air control (IAC) valve, see Replacing the idle air control (IAC) valve.

- Ignition off
- Disconnect the mass air flow (MAF) sensor connector.
Check the connector for contact resistance and oxidation according to Checking wiring and terminals - Permanent Faults. Remedy as necessary.
Yes - See: Diagnostic Trouble Code Tests and Associated Procedures/Manufacturer Code Charts/Engine Control System/ECM-13/Signal
No - See: Diagnostic Trouble Code Tests and Associated Procedures/Manufacturer Code Charts/Engine Control System/ECM-13/Signal
Too Low - Permanent Fault/Checking the Power Cable
Checking the Power Cable

- Ignition off
- Mass air flow (MAF) sensor connector disconnected
- Ignition on.
Connect a voltmeter between mass air flow (MAF) sensor connector terminal #3 (control module side) and ground.
The voltmeter must display battery voltage for 2 seconds immediately after the ignition is switched on.
Too Low - Permanent Fault/Checking the Signal Cable
Too Low - Permanent Fault/Checking Wiring and Terminals

- Ignition off.
Check the cable between mass air flow (MAF) sensor connector terminal #2 (engine control module (ECM) side) and engine control module
(ECM) terminal #16. Check for an open-circuit according to Checking wiring and terminals - Permanent Faults. Check for a short-circuit to
ground according to Checking wiring and terminals - Permanent Faults.
Too Low - Permanent Fault/Checking Intake System
Checking Intake System

Too Low - Permanent Fault/Defective Mass Air Flow (MAF) Sensor

Try a new mass air flow (MAF) sensor according to Replacing the mass air flow (MAF) sensor.
System/ECM-13/Signal Too Low - Permanent Fault/Verification

Check the cable between mass air flow (MAF) sensor connector terminal #3 (engine control module (ECM) side) and system relay 2/14 base
terminal #5 for an open-circuit according to See: Diagnostic Trouble Code Tests and Associated Procedures/Related Tests, Information and
Verification
Verification
- Ignition off
- Connect VCT2000
- Start the engine. Let the engine run until it reaches operating temperature.
Read off the MAFH parameter.
The value should be 8-13 kg/h when idling. It should increase with throttle opening.

Condition
The control module calculates a value for the mass air flow based on the signal from the boost pressure sensor and the intake air temperature (IAT)
sensor. The control module compares the calculated value with the signal from the mass air flow (MAF) sensor. Diagnostic trouble code (DTC)
ECM-14 is stored if the signal from the mass air flow (MAF) sensor does not correspond with the calculated value.
Condition
- The fuel injection system diagnostics are disabled
- The control module calculates the mass air flow using the boost pressure sensor and the intake air temperature (IAT) sensor.
Possible source
- Defective mass air flow (MAF) sensor.
Condition

- Ignition off
- Check the connectors for the control module, system relay and mass air flow (MAF) sensor. Check the connections visually according to
Checking wiring and terminals - Intermittent Faults. Check for intermittent contact resistance and oxidation according to Checking wiring
and terminals - Intermittent Faults.
- Check the intake system for air leakage according to See: Component Tests and General Diagnostics/Check For Air Leaks In the Intake
System
- Remedy as necessary.
Other information:
- To access the engine control module (ECM), see Replacing the engine control module (ECM)
ECM (EMS 2000)
- To replace the mass air flow (MAF) sensor, see Replacing the mass air flow (MAF) sensor.

- Ignition off
- Check the mass air flow (MAF) sensor, the system relay and engine control module (ECM) connectors. Check for contact resistance and
oxidation according to See: Diagnostic Trouble Code Tests and Associated Procedures/Related Tests, Information and Procedures/Checking
System
Other information
- To access the engine control module (ECM), see Replacing the engine control module (ECM)
ECM (EMS 2000)

Condition
Diagnostic trouble code (DTC) ECM-15 is stored if the engine coolant temperature (ECT) sensor circuit is short-circuited to ground or voltage or if
there is an open-circuit in the circuit.
Condition
- The engine coolant temperature (ECT) is calculated theoretically after start
- The A/C is switched off
- No heated oxygen sensor (HO2S) diagnostics
Possible source
Signal too high:

- Open-circuit in the signal cable or ground lead
- Faulty engine coolant temperature (ECT) sensor
Signal too low:

- Faulty engine coolant temperature (ECT) sensor.
Condition
- Difficult to start
- The engine cooling fan (FC) operates constantly
- Low idling speed
- High idling speed

Checking Wiring
Check the engine control module (ECM) and engine coolant temperature (ECT) sensor connectors for contact resistance and oxidation according to
Check the signal cable between engine control module (ECM) terminal #47 and engine temperature (ECT) sensor terminal #1. Check for an
intermittent short-circuit to supply voltage according to Checking wiring and terminals - Intermittent Faults. Check for an intermittent
open-circuit according to Checking wiring and terminals - Intermittent Faults. Remedy if necessary.
Check the ground lead between engine control module (ECM) terminal #73 and engine coolant temperature (ECT) sensor terminal #2. Check for an
intermittent open-circuit according to Checking wiring and terminals - Intermittent Faults. Remedy if necessary.
If no faults are found in the above fault-tracing, try a new engine coolant temperature (ECT) sensor. See Replacing the engine coolant
temperature (ECT) sensor.
Other information
ECM (EMS 2000)

- Ignition off
- Engine coolant temperature (ECT) sensor connector disconnected.
Check the connector for contact resistance and oxidation according to See: Diagnostic Trouble Code Tests and Associated Procedures/Related

Connect an ohmmeter between engine coolant temperature (ECT) sensor connector terminal #2 (control module side) and ground.

- Ignition on
- Disconnect the intake air temperature sensor connector. Connect a voltmeter between engine coolant temperature (ECT) sensor connector
terminal #1 (control module side) and ground.

- more than 5 V
- approximately 5 V
- 0 V.
Select one of the above options:
1 - See: Diagnostic Trouble Code Tests and Associated Procedures/Manufacturer Code Charts/Engine Control System/ECM-15/Signal
Too High - Permanent Fault/Defective Engine Coolant Temperature (ECT) Sensor
Too High - Permanent Fault/Checking Wiring and Terminals - II
Checking Wiring and Terminals - I

Check the cable between engine coolant temperature (ECT) sensor connector terminal #1 (engine control module (ECM) side) and engine control
module (ECM) terminal #47. Check for a short-circuit to supply voltage according to See: Diagnostic Trouble Code Tests and Associated
Defective Engine Coolant Temperature (ECT) Sensor
Try a new engine coolant temperature (ECT) sensor according to Replacing the engine coolant temperature (ECT) sensor.
Checking Wiring and Terminals - II
module (ECM) terminal #47. Check for an open-circuit according to Checking wiring and terminals - Permanent Faults.
module (ECM) terminal #73. Check for an open-circuit according to Checking wiring and terminals - Permanent Faults.
Verification
Verification


Checking Wiring
Check the signal cable between engine control module (ECM) terminal #47 and engine coolant temperature (ECT) sensor terminal #1. Check for an
intermittent short-circuit to ground according to Checking wiring and terminals - Intermittent Faults. Remedy if necessary.
Other information
ECM (EMS 2000)

- Ignition off
- Engine coolant temperature (ECT) sensor connector disconnected.
Connect an ohmmeter between engine coolant temperature (ECT) sensor connector terminal #1 (control module side) and ground.
The ohmmeter must read more than 1000 [ohm].
Too Low - Permanent Fault/Defective Engine Coolant Temperature (ECT) Sensor
Too Low - Permanent Fault/Checking the Cable

Checking the Cable

Checking The Cable
Check the cable between engine coolant temperature sensor connector terminal #1 and engine control module (ECM) terminal #47. Check for a
short-circuit to ground according to See: Diagnostic Trouble Code Tests and Associated Procedures/Related Tests, Information and
Verification
Verification


Condition
Diagnostic trouble code ECM-16 is stored if the heated oxygen sensor (HO2S) signal cable short-circuits to ground/voltage or if there is an
open-circuit in the circuit that the control module has interpreted as a fault.
Condition
Fuel trim disabled.
Possible source
Signal too high:

- Faulty heated oxygen sensor (HO2S).
Signal too low:

Condition
- None.
Signal Missing - Intermittent Fault

- Ignition off
- Check the front heated oxygen sensor (HO2S) connector for contact resistance and oxidation according to See: Diagnostic Trouble Code
Tests and Associated Procedures/Related Tests, Information and Procedures/Checking Wiring and Terminals
Check the cable between control module terminal #45 and heated oxygen sensor (HO2S) connector terminal #4. Check for an intermittent
open-circuit according to See: Diagnostic Trouble Code Tests and Associated Procedures/Related Tests, Information and Procedures/Checking
Other information
- To connect the breakout box and access the control module, See: Reading and Clearing Diagnostic Trouble Codes/Scan Tool
Connecting/Connecting the Breakout Box, ECM (EMS 2000)
- To access or replace the front heated oxygen sensor (HO2S), see Replace the front heated oxygen sensor (HO2S).
Checking the Wiring and Component

Checking The Wiring And Component
- Ignition off
- Check the front heated oxygen sensor (HO2S) connector for contact resistance and oxidation according to Checking wiring and terminals -
Permanent Faults.
Check the cable between control module terminal #45 and heated oxygen sensor (HO2S) connector terminal #4. Check for an open-circuit
according to Checking wiring and terminals - Permanent Faults.
Try a new heated oxygen sensor (HO2S) if no fault is found during the above fault-tracing.
Other information
- To connect the breakout box and access the control module, See: Reading and Clearing Diagnostic Trouble Codes/Scan Tool
- To access or replace the front heated oxygen sensor (HO2S), see Replace the front heated oxygen sensor (HO2S).
System/ECM-16/Signal Missing - Permanent Fault/Verification
Resetting the Adaptation

Resetting The Adaptation
Hint: It is important that the fuel trim is reset after this diagnostic trouble code (DTC) is remedied. If this is not done there may be driveability
problems even though the fault is no longer present.
- Ignition on
- Click on the VCT2000 symbol to reset the fuel trim.
Verification
Verification

- Connect VCT2000
- Start the engine. Let the engine idle until it reaches operating temperature.
Read off the signal for the front heated oxygen sensor (HO2S).
Does the value oscillate between approximately 0 and 1 V?
Missing - Permanent Fault/Resetting the Adaptation
No - Test Complete

Checking Wiring
Check the engine Control module (ECM) and heated oxygen sensor (HO2S) connectors. Check for contact resistance and oxidation according to
Check in particular for damage or loose terminal pins. Check the ground lead between engine control module (ECM) terminal #75 and heated
oxygen sensor (HO2S) terminal #3. Check for an intermittent open-circuit according to Checking wiring and terminals - Intermittent Faults.
Remedy if necessary.
Check the signal cable between engine control module (ECM) terminal #45 and heated oxygen sensor (HO2S) terminal #4. Check for an
intermittent open-circuit according to Checking wiring and terminals - Intermittent Faults. Remedy if necessary.
Try a new heated oxygen sensor (HO2S) if no fault is found in the above fault-tracing.
Other information
ECM (EMS 2000)
- To replace the heated oxygen sensor (HO2S), see Replace the front heated oxygen sensor (HO2S).

- Ignition off
- Front heated oxygen sensor (HO2S) connector disconnected.
Check the heated oxygen sensor (HO2S) connector for contact resistance and oxidation according to See: Diagnostic Trouble Code Tests and

- Ignition on

- Front heated oxygen sensor (HO2S) connector disconnected

- Ignition on.
Connect a voltmeter between connector terminal #4 on the heated oxygen sensor (HO2S) (control module side) and ground.
The voltmeter should read approximately 0.5 V.
Too High - Permanent Fault/Defective Heated Oxygen Sensor (HO2S)
Defective Heated Oxygen Sensor (HO2S)

Try a new heated oxygen sensor (HO2S). See Replace the front heated oxygen sensor (HO2S).
Check the cable between heated oxygen sensor (HO2S) connector terminal #4 and engine control module (ECM) connector terminal #45. Check for
an open-circuit according to Checking wiring and terminals - Permanent Faults. Check for a short-circuit to supply voltage according to
Verification
Verification

- Connect VCT2000
Too High - Permanent Fault/Resetting the Adaptation
No - Test Complete

Checking Wiring
Check the signal cable between engine control module (ECM) terminal #45 and heated oxygen sensor (HO2S) terminal 4. Check for an intermittent
short-circuit to ground according to Checking wiring and terminals - Intermittent Faults. Remedy if necessary.
Try a new heated oxygen sensor (HO2S) if no fault is found in the above fault-tracing.
Other information
ECM (EMS 2000)
- To replace the heated oxygen sensor (HO2S), see Replace the front heated oxygen sensor (HO2S).

- Front heated oxygen sensor (HO2S) connector disconnected

- Ignition on.
Connect a voltmeter between connector terminal #4 on the heated oxygen sensor (HO2S) (control module side) and ground.
The voltmeter should read approximately 0.5 V.
Too Low - Permanent Fault/Checking Intake System

Too Low - Permanent Fault/Defective Heated Oxygen Sensor (HO2S)

- Ignition on

Try a new heated oxygen sensor (HO2S). See Replace the front heated oxygen sensor (HO2S).
Check the cable between heated oxygen sensor (HO2S) connector terminal #4 and engine control module (ECM) connector terminal #45. Check for
a short-circuit to ground according to See: Diagnostic Trouble Code Tests and Associated Procedures/Related Tests, Information and
Verification
Verification

- Connect VCT2000
Too Low - Permanent Fault/Resetting the Adaptation
No - Test Complete

Condition
Diagnostic trouble code (DTC) ECM-18 or ECM-1C is stored if the heated oxygen sensor (HO2S) pre-heating circuit is short-circuited to ground or
voltage, if there is an open-circuit in the circuit or if the resistance in the element is incorrect.
Condition
Fuel trim disabled.
Possible source
Signal too high:

Signal too low:

Signal missing:
- Faulty heated oxygen sensor (HO2S)
Faulty signal:
Condition
- None.

Checking Components And Wiring
Check the heated oxygen sensor (HO2S) and engine control module (ECM) connectors for contact resistance and oxidation according to Checking
Check that the resistance in the heated oxygen sensor (HO2S) preheating element, between terminals 1 and 2, is approximately 5-10 [ohm] at +20°
C.
Check the signal cable between engine control module (ECM) terminal 63 and heated oxygen sensor (HO2S) terminal 2 for an intermittent
Other information
ECM (EMS 2000)
- To access/replace the heated oxygen sensor (HO2S), see Replace the front heated oxygen sensor (HO2S).
Checking the Heated Oxygen Sensor (HO2S)

Checking The Heated Oxygen Sensor (HO2S)
- Ignition off
- Disconnect the connectors for the front (ECM-18) and rear (ECM-1C) heated oxygen sensor (HO2S).
Check the connectors for contact resistance and oxidation according to See: Diagnostic Trouble Code Tests and Associated Procedures/Related
Missing - Permanent Fault/Verification
Missing - Permanent Fault/Checking the Power Cable - I

- Ignition off.
Connect a voltmeter between connector terminal 1 on the heated oxygen sensor (HO2S) (engine control module (ECM) side) and ground.
Ignition on.
The voltmeter should read battery voltage for 2 seconds immediately the ignition is switched on.
OK - This information to be published by O.E. at a later date.
Missing - Permanent Fault/Checking the Power Cable - II

Try a new heated oxygen sensor (HO2S) according to Replace the front heated oxygen sensor (HO2S).
- Ignition off.
Check the cable between heated oxygen sensor (HO2S) connector terminal 2 (control module side) and engine control module (ECM) connector
terminal 63 (ECM-18) or terminal 65 (ECM-1C) for an open-circuit according to See: Diagnostic Trouble Code Tests and Associated
- Ignition off.
Check the cable between heated oxygen sensor (HO2S) connector terminal 1 (control module side) and system relay 2/14 base # 3 for an
Verification
Verification

- Connect VCT 2000
- Start the engine.
Check whether diagnostic trouble code (DTC) ECM-18 or ECM-1C has changed status to intermittent.

Check that the resistance in the heated oxygen sensor (HO2S) preheating element, measured between probe terminals 1 and 2, is approximately
5-10 [ohm] at +20°C
short-circuit to supply voltage. Remedy according to See: Diagnostic Trouble Code Tests and Associated Procedures/Related Tests, Information
and Procedures/Checking Wiring and Terminals
Other information
ECM (EMS 2000)

- Ignition off
- Disconnect the connectors for the front (ECM-18) and rear (ECM-1C) heated oxygen sensor (HO2S)
- Ignition on.
The voltmeter should read 3-5 V.

- Ignition off.
terminal 63 (ECM-18) or terminal 65 (ECM-1C) for a short-circuit to voltage according to See: Diagnostic Trouble Code Tests and Associated
Verification
Verification

- Connect VCT 2000
- Start the engine.

5-10 [ohm] at +20°C.
short-circuit to ground. Remedy according to See: Diagnostic Trouble Code Tests and Associated Procedures/Related Tests, Information and
Other information
ECM (EMS 2000)

- Ignition off
Connect an ohmmeter between connector terminals 1 and 2 for the heated oxygen sensor (HO2S) (probe side).
The resistance should be 6-25 [ohm] depending on the temperature of the heated oxygen sensor (HO2S).

- Ignition off
terminal 63 (ECM-18) or terminal 65 (ECM-1C) for a short-circuit to ground according to See: Diagnostic Trouble Code Tests and Associated
Verification
Verification

- Connect VCT 2000
- Start the engine.

Condition
The rear heated oxygen sensor (HO2S) signal is checked when the control module carries out a three-way catalytic converter (TWC) diagnostic. A
diagnostic trouble code (DTC) is stored if the rear heated oxygen sensor (HO2S) signal is not within the range permissible for three-way catalytic
converter (TWC) diagnostics. Diagnostic trouble code (DTC) ECM-1A is stored if the signal from the rear heated oxygen sensor (HO2S) is too
high, too low or missing.
Condition
- Fuel trim disabled.
- Three-way catalytic converter (TWC) diagnostic disabled.
Possible source
Signal too high:

- Defective rear heated oxygen sensor (HO2S).
Signal too low:

Signal missing:
Condition
Checking the Connectors and Components

Checking The Connectors And Components
- Ignition off
- Check the connectors for the rear heated oxygen sensor (HO2S) and control module. Check for contact resistance and oxidation according to
- Check the signal cable between terminal #4 for the rear heated oxygen sensor (HO2S) and control module terminal #44. Check for an
intermittent open-circuit according to Checking wiring and terminals - Intermittent Faults.
Other information:
ECM (EMS 2000)
- To replace the rear heated oxygen sensor (HO2S), see Replacing lambda sond rear.
System/ECM-1A/Signal Missing - Intermittent Fault/Resetting the Adaptation
NOTE: It is important that the fuel trim is reset after this diagnostic trouble code (DTC) is remedied. If this is not done there may be driveability
problems, even though the fault is no longer present.
- Ignition on.
- Click on the VCT2000 symbol to reset the fuel trim

- Ignition off
- Check the signal cable between connector terminal #4 for the rear heated oxygen sensor (HO2S) and control module terminal #44. Check for
an open-circuit according to Checking wiring and terminals - Permanent Faults.
Other information:
ECM (EMS 2000)
System/ECM-1A/Signal Missing - Permanent Fault/Checking Diagnostic Trouble Codes (DTCS)
Checking Diagnostic Trouble Codes (DTCS)
- Test drive the vehicle for at least 10 minutes at a constant speed and throttle opening
- Allow the engine to idle for at least 5 minutes.
- Check whether the status of the diagnostic trouble code (DTC) has changed to intermittent. The fault has been remedied if the status of the
diagnostic trouble code (DTC) has changed to intermittent
Has the status of the diagnostic trouble code (DTC) changed to intermittent?
Missing - Permanent Fault/Resetting the Adaptation
Missing - Permanent Fault/Replacing the Component

- Ignition on
Replacing the Component

Replacing The Component
- Replace the rear heated oxygen sensor (HO2S) according to Replacing lambda sond rear.
Checking Connectors and Components

Checking Connectors And Components
- Ignition off
- Check the rear heated oxygen sensor (HO2S) and control module connectors for contact resistance and oxidation according to Checking
- Check the signal cable between connector terminal 4 for the rear heated oxygen sensor (HO2S) and control module terminal 44 for an
intermittent short-circuit to supply voltage according to Checking wiring and terminals - Intermittent Faults.
Other information:
ECM (EMS 2000)
System/ECM-1A/Signal Too High - Intermittent Fault/Resetting Fuel Trim
Resetting Fuel Trim

Resetting Fuel Trim
- Ignition on.
- Reset the fuel trim by clicking on the VCT 2000 symbol

- Ignition off
- Check the signal cable between connector terminal #4 for the rear heated oxygen sensor (HO2S) and control module terminal #44. Check for
a short-circuit to supply voltage according to Checking wiring and terminals - Permanent Faults.
Other information:
ECM (EMS 2000)
System/ECM-1A/Signal Too High - Permanent Fault/Checking Diagnostic Trouble Codes (DTCS)

- Check whether the status of the diagnostic trouble code (DTC) has changed to intermittent. The status of the diagnostic trouble code (DTC)
will have changed to intermittent if the fault has been remedied
Too High - Permanent Fault/Resetting the Adaptation - I
Too High - Permanent Fault/Replacing the Component
Resetting the Adaptation - I

- Ignition on

- Replace the rear heated oxygen sensor (HO2S) according to Replacing lambda sond rear.
System/ECM-1A/Signal Too High - Permanent Fault/Resetting the Adaptation - II
Resetting the Adaptation - II
- Ignition on.
System/ECM-1A/Signal Too High - Permanent Fault/Checking Diagnostic Trouble Codes (DTCS)
- Ignition off.
Check the connectors for the rear heated oxygen sensor (HO2S) and Control module for contact resistance and oxidation according to Checking
Check the intake system for leakage according to See: Component Tests and General Diagnostics/Check For Air Leaks In the Intake System
Check the signal cable between rear heated oxygen sensor (HO2S) terminal #4 and control module terminal #44 for an intermittent short-circuit to
ground according to Checking wiring and terminals - Intermittent Faults.
Other information:
ECM (EMS 2000)
System/ECM-1A/Signal Too Low - Intermittent Fault/Resetting the Adaptation
- Ignition on.

- Ignition off.
Check the connectors for the rear heated oxygen sensor (HO2S) and control module for contact resistance and oxidation according to Checking
wiring and terminals - Permanent Faults.
Check the signal cable between rear heated oxygen sensor (HO2S) connector terminal #4 and control module terminal #44 for a short-circuit to
ground according to Checking wiring and terminals - Permanent Faults.
Check the intake system for leakage according to See: Component Tests and General Diagnostics/Check For Air Leaks In the Intake System
Other information:
ECM (EMS 2000)
System/ECM-1A/Signal Too Low - Permanent Fault/Checking Diagnostic Trouble Codes (DTCS)
- Allow the engine to idle for at least 5 minutes

will have changed to intermittent if the fault has been remedied.
Too Low - Permanent Fault/Resetting the Adaptation
Too Low - Permanent Fault/Replacing the Component

- Ignition on
- Check on the VCT2000 symbol to reset the fuel trim.

Replace the rear heated oxygen sensor (HO2S) according to Replacing lambda sond rear.
System/ECM-1A/Signal Too Low - Permanent Fault/Resetting the Adaptation
Condition
Diagnostic trouble code (DTC) ECM-18 or ECM-1C is stored if the heated oxygen sensor (HO2S) pre-heating circuit is short-circuited to ground or
voltage, if there is an open-circuit in the circuit or if the resistance in the element is incorrect.
Condition
Fuel trim disabled.
Possible source
Signal too high:

Signal too low:

Signal missing:
Faulty signal:
Condition
- None.

Check the heated oxygen sensor (HO2S) and engine control module (ECM) connectors for contact resistance and oxidation according to Checking
Check that the resistance in the heated oxygen sensor (HO2S) preheating element, between terminals 1 and 2, is approximately 5-10 [ohm] at +20°
C.
Other information
ECM (EMS 2000)

- Ignition off
Check the connectors for contact resistance and oxidation according to See: Diagnostic Trouble Code Tests and Associated Procedures/Related
Missing - Permanent Fault/Checking the Power Cable - I

- Ignition off.
Ignition on.
Missing - Permanent Fault/Checking the Power Cable - II

- Ignition off.
terminal 63 (ECM-18) or terminal 65 (ECM-1C) for an open-circuit according to See: Diagnostic Trouble Code Tests and Associated
- Ignition off.
Check the cable between heated oxygen sensor (HO2S) connector terminal 1 (control module side) and system relay 2/14 base # 3 for an
Verification
Verification

- Connect VCT 2000
- Start the engine.

5-10 [ohm] at +20°C
short-circuit to supply voltage. Remedy according to See: Diagnostic Trouble Code Tests and Associated Procedures/Related Tests, Information
and Procedures/Checking Wiring and Terminals
Other information
ECM (EMS 2000)

- Ignition off
- Disconnect the connectors for the front (ECM-18) and rear (ECM-1C) heated oxygen sensor (HO2S)
- Ignition on.
The voltmeter should read 3-5 V.

- Ignition off.
terminal 63 (ECM-18) or terminal 65 (ECM-1C) for a short-circuit to voltage according to See: Diagnostic Trouble Code Tests and Associated
Verification
Verification

- Connect VCT 2000
- Start the engine.

5-10 [ohm] at +20°C.
short-circuit to ground. Remedy according to See: Diagnostic Trouble Code Tests and Associated Procedures/Related Tests, Information and
Other information
ECM (EMS 2000)

- Ignition off
Connect an ohmmeter between connector terminals 1 and 2 for the heated oxygen sensor (HO2S) (probe side).
The resistance should be 6-25 [ohm] depending on the temperature of the heated oxygen sensor (HO2S).

- Ignition off
terminal 63 (ECM-18) or terminal 65 (ECM-1C) for a short-circuit to ground according to See: Diagnostic Trouble Code Tests and Associated
Verification
Verification

- Connect VCT 2000
- Start the engine.

Condition
If an injector circuit is short-circuited to ground/voltage or if there is an open-circuit in the circuit the control module interprets it as a fault and a
diagnostic trouble code (DTC) is stored for the injector.
Condition
Fuel trim disabled.
Possible source
Signal too high:

- Faulty injector.
Signal too low:

Signal missing:
- Faulty injector.
Condition
- Engine not firing on all cylinders
- Engine does not start

Check the signal cable between the engine control module (ECM) terminal and injector terminal 2 for an intermittent open-circuit. Remedy
Check the power cable between injector terminal 1 and system relay (2/14) terminal 3 for an intermittent open-circuit. Remedy according to
Try a new injector if no faults are found in the above fault-tracing.
Other information
ECM (EMS 2000)
- To replace the injector, see Replacing the injector(s).
Signal Missing - Permanent Fault

- Ignition off
- Disconnect the injector connector
- Ignition on.
Connect a voltmeter between injector connector terminal 1 (control module side) and ground.
OK - Continue below.
Not OK - Skip to "Checking Wiring And Terminals - II"
Checking Injectors
Connect an ohmmeter between injector connector terminals 1 and 2 (injector side).
The ohmmeter should read approximately 14-15 [ohm] at +20°C.

Not OK - Skip to "Defective Injector"
Checking Wiring And Terminals - I
The cause of the diagnostic trouble code (DTC) was loose connections in the injector and/or engine control module (ECM) connectors. Check
the connectors for loose terminals and contact resistance and oxidation according to See: Diagnostic Trouble Code Tests and Associated
Check the cable between injector connector terminal 2 (control module side) and engine control module (ECM) terminal 59 (EFI-115), terminal
90 (EFI-125), terminal 60 (EFI-135) or terminal 89 (EFI-145) depending on the diagnostic trouble code (DTC) stored, for an open-circuit
according to See: Diagnostic Trouble Code Tests and Associated Procedures/Related Tests, Information and Procedures/Checking Wiring and
Terminals
Skip to "Verification"
Checking Wiring And Terminals - II

Check the cable between injector terminal 1 and system relay 2/14 terminal 3 for an open-circuit according to See: Diagnostic Trouble Code
Defective Injector
Try a new injector according to Replacing the injector(s).
Verification
- Ignition off
- Connect VCT 2000
- Ignition on.
Activate the injector by clicking on the VCT 2000 symbol.
Does the injector click?

Yes- Testing Complete
No - Contin8ue below.
The fault should have been detected and remedied. As this is not the case fault-tracing has failed. Exit fault tracing for this diagnostic trouble
code (DTC) or make another attempt.

Checking Wiring
Check the signal cable between the engine control module (ECM) terminal #59 and injector terminal #2 for an intermittent short-circuit to supply
voltage. Remedy according to See: Diagnostic Trouble Code Tests and Associated Procedures/Related Tests, Information and Procedures/Checking
Other information
Signal Too High - Permanent Fault

Checking Injectors
- Ignition off
- Disconnect the injector connector.
Connect an ohmmeter between injector connector terminals 1 and 2.

Not OK- Skip to "Defective Injector"

- Ignition off.
Check the cable between injector connector terminal 2 and engine control module (ECM) connector terminal 59 (ECM-1E), terminal 90
(ECM-1F), terminal 60 (ECM-20) or terminal 89 (ECM-21) for a short-circuit to supply voltage according to See: Diagnostic Trouble Code
Defective Injector
Verification
- Ignition off
- Connect VCT 2000
- Ignition on.


Checking Wiring
Check the signal cable between the engine control module (ECM) terminal and injector terminal 2 for an intermittent short-circuit to ground.
Remedy according to See: Diagnostic Trouble Code Tests and Associated Procedures/Related Tests, Information and Procedures/Checking Wiring
and Terminals
Other information
ECM (EMS 2000)
Signal Too Low - Permanent Fault

Checking Injectors
- Ignition off
The ohmmeter should read 14-15 [ohm] at 20°C.

Not OK- Skip to "Checking Wiring and Terminals"
Defective Injector

Check the cable between injector connector terminal 2 and engine control module (ECM) connector terminal 59 (ECM-1E), terminal 90 (ECM-1F),
terminal 60 (ECM-20) or terminal 89 (ECM-21) for a short-circuit to ground according to See: Diagnostic Trouble Code Tests and Associated
Verification
- Ignition off
- Connect VCT 2000
- Ignition on.


Condition
Condition
Fuel trim disabled.
Possible source
Signal too high:

- Faulty injector.
Signal too low:

Signal missing:
- Faulty injector.
Condition

Other information
ECM (EMS 2000)

- Ignition off
- Ignition on.
Checking Injectors

Terminals
Defective Injector
Verification
- Ignition off
- Connect VCT 2000
- Ignition on.


Checking Wiring
Other information

Checking Injectors
- Ignition off


- Ignition off.
Defective Injector
Verification
- Ignition off
- Connect VCT 2000
- Ignition on.


Checking Wiring
and Terminals
Other information
ECM (EMS 2000)

Checking Injectors
- Ignition off

Defective Injector

Verification
- Ignition off
- Connect VCT 2000
- Ignition on.


Condition
Condition
Fuel trim disabled.
Possible source
Signal too high:

- Faulty injector.
Signal too low:

Signal missing:
- Faulty injector.
Condition

Other information
ECM (EMS 2000)

- Ignition off
- Ignition on.
Checking Injectors

Terminals
Defective Injector
Verification
- Ignition off
- Connect VCT 2000
- Ignition on.


Checking Wiring
Other information

Checking Injectors
- Ignition off


- Ignition off.
Defective Injector
Verification
- Ignition off
- Connect VCT 2000
- Ignition on.


Checking Wiring
and Terminals
Other information
ECM (EMS 2000)

Checking Injectors
- Ignition off

Defective Injector

Verification
- Ignition off
- Connect VCT 2000
- Ignition on.


Condition
Condition
Fuel trim disabled.
Possible source
Signal too high:

- Faulty injector.
Signal too low:

Signal missing:
- Faulty injector.
Condition

Other information
ECM (EMS 2000)

- Ignition off
- Ignition on.
Checking Injectors

Terminals
Defective Injector
Verification
- Ignition off
- Connect VCT 2000
- Ignition on.


Checking Wiring
Other information

Checking Injectors
- Ignition off


- Ignition off.
Defective Injector
Verification
- Ignition off
- Connect VCT 2000
- Ignition on.


Checking Wiring
and Terminals
Other information
ECM (EMS 2000)

Checking Injectors
- Ignition off

Defective Injector

Verification
- Ignition off
- Connect VCT 2000
- Ignition on.


Condition
Diagnostic trouble code (DTC) ECM-24 is stored if there is a short-circuit to ground or supply voltage or an open- circuit in the signal cable for
the system relay.
Condition
None.
Possible source
Signal too high:

Signal too low:

Condition
- The engine fails to start

Signal too high. Intermittent fault
Checking components and wiring

Check that the resistance in the system relay between terminals 1 and 2 is approximately 75 [ohm] at +20°C.
Check the signal cable between engine control module (ECM) terminal 10 and system relay (2/14) base terminal 1 for an intermittent
short-circuit to supply voltage and remedy according to See: Diagnostic Trouble Code Tests and Associated Procedures/Related Tests,
If the fault is intermittent, do not verify fault-tracing if the fault does not recur.

Signal too high. Permanent fault
Checking wiring and components
Check that the resistance in the system relay (2/14) between terminals 1 and 2 is approximately 75 [ohm] at +20°C.
Replace the system relay if necessary.
Check the signal cable between engine control module (ECM) terminal 10 and system relay base terminal 1 for a short-circuit to supply voltage.
Remedy according to See: Diagnostic Trouble Code Tests and Associated Procedures/Related Tests, Information and Procedures/Checking
Wiring and Terminals.
Other information
ECM (EMS 2000)
Verification
- Ignition on.
Activate the system relay. Check that the relay clicks and the fuel pump (FP) starts when it is activated.
Is the function OK?
The fault should have been detected and remedied. As this is not the case fault-tracing has failed.

Signal too low. Intermittent fault
Checking cables
Check the signal cable between engine control module (ECM) terminal 10 and system relay terminal 2 for an intermittent short-circuit to ground
and remedy according to See: Diagnostic Trouble Code Tests and Associated Procedures/Related Tests, Information and Procedures/Checking
Other information
ECM (EMS 2000)

Signal too low. Permanent fault

Check the system relay (2/14) base and engine control module (ECM) connectors for contact resistance and oxidation according to See:
Diagnostic Trouble Code Tests and Associated Procedures/Related Tests, Information and Procedures/Checking Wiring and Terminals.
Check for loose or damaged terminal pins. Was a fault detected?

Yes - Skip to "Verification"
No - Continue below.
Check that the resistance in the system relay (2/14) between terminals 1 and 2 is approximately 75 [ohm] at +20°C.
Replace the system relay if necessary.
Check the system relay power supply to terminal 2 (86) via fuse 11 in the relay box in the passenger compartment.
Check the cable between system relay base 2 (86) and fuse 11 for an open-circuit according to See: Diagnostic Trouble Code Tests and
Associated Procedures/Related Tests, Information and Procedures/Checking Wiring and Terminals.
Check the signal cable between engine control module (ECM) terminal 10 and system relay base terminal 1 for a short-circuit to ground. Remedy
Terminals and for an open-circuit according to See: Diagnostic Trouble Code Tests and Associated Procedures/Related Tests, Information and
Procedures/Checking Wiring and Terminals.
Other information
ECM (EMS 2000)
Verification
- Ignition on.
Activate the system relay. Check that the relay clicks when it is activated.
Is the function OK?

Yes - Testing Complete.
Diagnostic Trouble Code (DTC) Information Condition

Diagnostic trouble code (DTC) information Condition
The control module receives information from the heated oxygen sensor (HO2S) about fuel / air mixture. If the fuel / air mixture deviates from
[lambda]=1, the short-term fuel trim will compensate for this by adjusting the injection interval so that [lambda]=1 is achieved. When the short-
term fuel trim makes an adjustment, the long term fuel trim ([lambda]) will also be adjusted. A diagnostic trouble code (DTC) is stored when fuel
trim has reached an upper limit (lean limit) or a lower limit (rich limit).
Condition
Fuel trim disabled.
Possible source
Rich limit:
- High fuel pressure
- Leaking injectors
- Contaminated oil
- Defective heated oxygen sensor (HO2S).
Lean limit:
- Low fuel pressure
- Leakage in the exhaust system
- Defective heated oxygen sensor (HO2S).
Condition
Lean - Intermittent Fault

Lean. Intermittent fault
Checking the connectors and components

- Ignition off
- Check the front heated oxygen sensor (HO2S) and control module connectors for contact resistance and oxidation according to See:
Diagnostic Trouble Code Tests and Associated Procedures/Related Tests, Information and Procedures/Checking Wiring and Terminals
- Check for too low fuel pressure
- Check the intake system for leakage according to See: Component Tests and General Diagnostics/Check For Air Leaks In the Intake System
- Check the exhaust system for leakage according to See: Component Tests and General Diagnostics/Checking For Air Leakage In the Exhaust
System
Other information:
- To access the control module, See: Engine Control Module/Service and Repair
- To replace the front heated oxygen sensor (HO2S), See: Oxygen Sensor/Service and Repair
Lean - Permanent Fault

Lean. Permanent fault

- Ignition off.
- Check for too low fuel pressure according to Measuring fuel pressure EMS 2000
- Check the intake system for leakage according to See: Component Tests and General Diagnostics/Check For Air Leaks In the Intake System
System
Other information:
ECM (EMS 2000)
- Test drive the vehicle for at least 10 minutes at a constant speed and throttle opening.
- Check if the diagnostic trouble code (DTC) status has changed to intermittent. If the diagnostic trouble code (DTC) status has changed, the
fault has been remedied
Yes - Continue below.
No - Skip to "Replacing the Component"
Resetting the adaptation

Note! It is important that the fuel trim is reset after this diagnostic trouble code (DTC) is remedied. If this is not done there may be driveability
- Ignition on
- Click on the VCT2000 symbol to reset the fuel trim. Select "Continue" when the fuel trim is reset.
--Testing Complete--
Replacing the component
- Replace the front heated oxygen sensor (HO2S) according to See: Oxygen Sensor/Service and Repair
Select Continue when the fault has been remedied.
Rich - Intermittent Fault

Rich. Intermittent fault

- Ignition off.
Check the air cleaner (ACL) and intake system for blockage according to See: Component Tests and General Diagnostics/Check For Air Leaks
In the Intake System
Check for too high fuel pressure.
Check the injectors for leakage.
Check that the engine oil level is not too high and that it is not contaminated with fuel.
Check the front heated oxygen sensor (HO2S) and control module connectors. Check for contact resistance and oxidation according to See:
Other information:
Select "Continue" when the fault has been remedied.
- Ignition on.
- Click on the VCT2000 symbol to reset the fuel trim Select "Continue" when the fuel trim is reset.
Rich - Permanent Fault

Rich. Permanent fault
- Ignition off
- Check the air filter and intake system for blockage.
- Check for too high fuel pressure.
- Check the injectors for leakage.
- Check that the engine oil level is not too high and that it is not contaminated with fuel.
Other information:
ECM (EMS 2000)
- Read off diagnostic trouble codes (DTCs).
diagnostic trouble code (DTC) has changed to intermittent.
No - Skip to "Replacing the Component"

- Ignition on.
Select "Continue" when the fuel trim is reset.

Diagnostic trouble code (DTC) information Condition

The control module monitors how long it takes for the front heated oxygen sensor (HO2S) to switch between high and low (from rich to lean fuel
mixture). Diagnostic trouble code (DTC) ECM-28 is stored if it takes too long.
Condition
- Fuel trim is disabled
- No three-way catalytic converter (TWC) diagnostic.
Possible source
- Defective front heated oxygen sensor (HO2S).
Condition

Faulty signal. Intermittent fault

- Ignition off
Check the front heated oxygen sensor (HO2S) and control module connectors. Check for contact resistance and oxidation according to See:
Other information:
- Ignition on

Faulty signal. Permanent fault
- Ignition off.
System
diagnostic trouble code (DTC) has changed to intermittent.
Yes- Continue below.
No - Skip to "Replacing the component"
- Ignition on.


Condition
The rear heated oxygen sensor (HO2S) signal is checked when the control module carries out a three-way catalytic converter (TWC) diagnostic.
A diagnostic trouble code (DTC) is stored if the rear heated oxygen sensor (HO2S) signal is not within the range permissible for three-way
catalytic converter (TWC) diagnostics. Diagnostic trouble code (DTC) ECM-29 is stored if the signal from the heated oxygen sensor (HO2S) is
faulty.
Condition
- Fuel trim disabled
Possible source
- Leakage in the exhaust system
Condition


- Ignition off.
Check the connectors for the rear heated oxygen sensor (HO2S) and control module for contact resistance and oxidation according to See:
Check the exhaust system for leakage according to See: Component Tests and General Diagnostics/Checking For Air Leakage In the Exhaust
System
Other information:
- To replace the rear heated oxygen sensor (HO2S), See: Oxygen Sensor/Service and Repair
Select Continue.
- Ignition on

- Ignition off
See: Diagnostic Trouble Code Tests and Associated Procedures/Related Tests, Information and Procedures/Checking Wiring and Terminals.
System
Other information:
ECM (EMS 2000)
will have changed to intermittent if the fault has been remedied
No - Skip to "Replacing the component"

- Ignition on

- Replace the rear heated oxygen sensor (HO2S) according to See: Oxygen Sensor/Service and Repair

Condition
Diagnostic trouble code (DTC) ECM-2D is stored if the turbocharger (TC) control valve circuit is short-circuited to ground or voltage or if there
an open-circuit in the circuit.
Condition
The fuel shut-off system operates at high air mass. Possible source
Signal too high:

Signal too low:

Signal missing:
Condition
- Poor performance
- Better performance.

Signal missing. Intermittent fault

Check that the resistance in the turbocharger (TC) control valve between terminals 1 and 2 is approximately 30 [ohm] at +20°C.
Check the signal cable between engine control module (ECM) terminal 5 and turbocharger (TC) control valve terminal 2 for an intermittent
open-circuit. Remedy according to See: Diagnostic Trouble Code Tests and Associated Procedures/Related Tests, Information and
Check the power supply cable between turbocharger (TC) control valve terminal 1 and system relay (2/14) terminal 3 for an intermittent
open-circuit and remedy according to See: Diagnostic Trouble Code Tests and Associated Procedures/Related Tests, Information and
Other information
ECM (EMS 2000).

Signal missing. Permanent fault
Checking the terminal
- Ignition off
- Turbocharger (TC) control valve connector disconnected.
Check the turbocharger (TC) control valve connector for contact resistance and oxidation according to See: Diagnostic Trouble Code Tests and
Associated Procedures/Related Tests, Information and Procedures/Checking Wiring and Terminals.

Checking the turbocharger (TC) control valve
- Turbocharger (TC) control valve connector disconnected Connect an ohmmeter between turbocharger (TC) control valve connector terminals
1 and 2.
Not OK - Skip to "Defective turbocharger (TC) control valve"
Checking the power supply
- Ignition on.
Connect a voltmeter between turbocharger (TC) control valve connector terminal 1 (control module side) and the ground terminal.
The voltmeter should read battery voltage for 2 seconds immediately after the ignition is switched on.
Not OK - Skip to "Checking the signal cable"
Checking the signal cable

- Ignition off.
Check the cable between turbocharger (TC) control valve connector terminal 2 and engine control module (ECM) connector terminal 5 for an
- Ignition off.
Check the cable between turbocharger (TC) control valve connector terminal 1 and system relay 2/14 terminal 3 for an open-circuit according to
Defective turbocharger (TC) control valve

Try a new turbocharger (TC) control valve according to See: Fuel Delivery and Air Induction/Turbocharger/Wastegate Solenoid/Service and
Repair
Verification

- Ignition on.
Activate the turbocharger (TC) control valve.
Does the turbocharger (TC) control valve click?

Yes - Testing Complete


Check that the resistance between turbocharger (TC) control valve terminals 1 and 2 is approximately 30 [ohm] at +20°C.
short-circuit to supply voltage.

Other information
ECM (EMS 2000).

Checking the turbocharger (TC) control valve
- Ignition off
- Turbocharger (TC) Control valve connector disconnected. Connect an ohmmeter between turbocharger (TC) control valve connector
terminals 1 and 2.

No - Skip to "Defective turbocharger (TC) control valve"
- Ignition off.
Check the cable between turbocharger (TC) control valve connector terminal 2 and engine control module (ECM) terminal 5 for a short-circuit to
supply voltage according to See: Diagnostic Trouble Code Tests and Associated Procedures/Related Tests, Information and Procedures/Checking
Defective turbocharger (TC) control valve

Try a new turbocharger (TC) control valve according to See: Fuel Delivery and Air Induction/Turbocharger/Wastegate Solenoid/Service and
Repair
Verification

- Ignition on.



short-circuit to ground.
Other information
To connect the breakout box See: Reading and Clearing Diagnostic Trouble Codes/Scan Tool Connecting/Connecting the Breakout Box, ECM
(EMS 2000).

- Ignition off
- Turbocharger (TC) Control valve connector disconnected. Check the cable between turbocharger (TC) control valve connector terminal 2
(control module side) and engine control module (ECM) terminal 5 for a short-circuit to ground according to See: Diagnostic Trouble Code
Tests and Associated Procedures/Related Tests, Information and Procedures/Checking Wiring and Terminals.
Verification
- Ignition off
- Connect VCT 2000
- Ignition on.

Yes - Testing Complete

Condition
Diagnostic trouble code (DTC) ECM-2E is stored if the control module detects that a too high or too low air mass is forced into the engine. This
is interpreted as too high or too low boost pressure.
Condition
- No engine speed (RPM) limitation
- The boost presure control (BPC) diagnostic is disabled.
Possible source
Signal too low:

- The boost pressure control (BPC) valve has stuck in the open position.
- Air leakage in the charge air pipe or intake manifold.
- Defective turbocharger (TC).
Signal to high:
- The boost pressure control (BPC) valve has stuck in the closed position.
- Leakage in the hoses for the boost pressure control (BPC) pressure regulator.
- Defective boost pressure control (BPC) valve pressure regulator.
Condition
- Deterioration in performance.
- Improved performance.
- High idling speed.
- Low idling speed.
Checking the turbocharger (TC) control system
- Release the boost pressure control (BPC) valve according to Checking and adjusting the boost pressure control (BPC) valve on the
turbocharger (TC). Check that the boost pressure control (BPC) valve is unimpeded and does not stick in the closed position.
- Check the turbocharger (TC) according to Checking boost pressure with manometer while test driving the car. In particular check the hoses
and the function of the pressure regulator

Yes- Skip to "Fault-tracing information"

- Ignition off
- Check the control module and mass air flow (MAF) sensor connectors. Check for contact resistance and oxidation according to See:
Check for loose connections according to See: Diagnostic Trouble Code Tests and Associated Procedures/Related Tests, Information and
Procedures/Checking Wiring and Terminals In particular, check for any damage.

Checking the turbocharger (TC) control system
- Release the boost pressure control (BPC) valve according to See: Fuel Delivery and Air Induction/Turbocharger/Wastegate Actuator/Testing
and Inspection Check that the boost pressure control (BPC) valve is unimpeded and does not stick in the closed position
- Check the turbocharger (TC) according to Checking boost pressure with manometer while test driving the car. In particular check the hoses
and the function of the pressure regulator


- Ignition off
- Check the mass air flow (MAF) sensor, system relay and control module connectors for contact resistance and oxidation according to See:
Diagnostic Trouble Code Tests and Associated Procedures/Related Tests, Information and Procedures/Checking Wiring and Terminals. In
particular, check for any damage
Other information
ECM (EMS 2000)
Checking the component
- Test drive the car with constantly changing throttle opening.

- Connect the VIDA station.
- Ignition on.
- Check whether the diagnostic trouble code (DTC) status changes to intermittent. The fault has been remedied if the status of the diagnostic
Has the diagnostic trouble code (DTC) status changed?


- Try a new mass air flow (MAF) sensor. See: Air Flow Meter/Sensor/Service and Repair
Verification
throughout the entire range
- Ignition on
Has the status of the diagnostic trouble code (DTC) status changed?

Checking for air leakage and the turbocharger (TC) control system
- Check the engine intake system according to Checking air intake system, turbo engines. Check in particular the charge air pipe and the intake
manifold for air leakage.
- Release the boost pressure control (BPC) valve according to Checking and adjusting the boost pressure control (BPC) valve on the
turbocharger (TC). Check that the boost pressure control (BPC) valve is unimpeded and does not stick in the open position
- Check the turbocharger (TC) according to Checking boost pressure with manometer while test driving the car.
- Check the air cleaner (ACL) for blockage

Checking the cable and component

- Ignition off
- Check the Control module and mass air flow (MAF) sensor connectors. Check for contact resistance and oxidation and check for loose
connections according to See: Diagnostic Trouble Code Tests and Associated Procedures/Related Tests, Information and
Procedures/Checking Wiring and Terminals In particular, check for any damage.
Other information
- To replace the mass air flow (MAF) sensor, See: Air Flow Meter/Sensor/Service and Repair

Checking for air leakage and the turbocharger (TC) control system
- Check the engine intake system according to See: Component Tests and General Diagnostics/Check For Air Leaks In the Intake System
Check in particular the charge air pipe and the intake manifold for air leakage
- Release the boost pressure control (BPC) valve according to See: Fuel Delivery and Air Induction/Turbocharger/Wastegate Actuator/Testing
and Inspection Check that the boost pressure control (BPC) valve is unimpeded and does not stick in the open position
- Check the turbocharger (TC) according to Checking boost pressure with manometer while test driving the car.
- Check the air cleaner (ACL) for blockage


- Ignition off
- Check the mass air flow (MAF) sensor, system relay and control module connectors for contact resistance and oxidation according to See:
Diagnostic Trouble Code Tests and Associated Procedures/Related Tests, Information and Procedures/Checking Wiring and Terminals. In
particular, check for any damage.
Other information
ECM (EMS 2000)
Checking the component
- Test drive the car with constantly changing throttle opening

- Ignition on
- Check whether the status of the diagnostic trouble code (DTC) has changed to intermittent. If the status has changed to intermittent the fault
has been remedied.
Has the diagnostic trouble code (DTC) status changed?


- Try a new mass air flow (MAF) seat. See: Air Flow Meter/Sensor/Service and Repair
Verification
throughout the entire range.
- Connect the VIDA station.
- Ignition on.
Has the status of the diagnostic trouble code (DTC) status changed?

Condition
Diagnostic trouble code (DTC) ECM-32 is stored if the control module does not receive a signal from the camshaft position (CMP) sensor
(signal missing) or if the control module cannot interpret the signal from the camshaft sensor (faulty signal).
Condition
None.
Possible source
Signal missing:
- Defective camshaft position (CMP) sensor.
Faulty signal:

- Defective camshaft position (CMP) sensor.
Condition


Check the engine control module (ECM) and camshaft position (CMP) sensor connectors for contact resistance and oxidation according to See:
Check the voltage cable between engine control module (ECM) connector terminal 83 and camshaft position (CMP) sensor terminal 3 for an
intermittent open-circuit. Remedy according to See: Diagnostic Trouble Code Tests and Associated Procedures/Related Tests, Information and
The power supply should be 5 V.
Check the signal cable between engine control module (ECM) terminal 58 and camshaft position (CMP) sensor terminal 2 for an intermittent
open-circuit, an intermittent short-circuit to ground and for a short-circuit to supply voltage according to See: Diagnostic Trouble Code Tests and
Check the ground lead between engine control module (ECM) terminal 79 and camshaft position (CMP) sensor terminal 1 for an intermittent
open-circuit. Remedy according to See: Diagnostic Trouble Code Tests and Associated Procedures/Related Tests, Information and
Try a new camshaft position (CMP) sensor if no faults are found in the above fault-tracing.
Other information
ECM (EMS 2000)
- To replace the camshaft position (CMP) sensor, See: Camshaft Position Sensor/Service and Repair
Faulty Signal Permanent Fault

Faulty signal Permanent fault
Checking the connector

- Ignition off
- Check the connector for the camshaft position (CMP) sensor for contact resistance and oxidation according to See: Diagnostic Trouble Code
- Start the engine
- Rev the engine a couple of times
If the status of the diagnostic trouble code (DTC) has changed to intermittent, the fault was caused by loose connections in the connector and the
fault has been remedied.
Other information
- To access or replace the camshaft position (CMP) sensor, See: Camshaft Position Sensor/Service and Repair
Is the status of the diagnostic trouble code (DTC) intermittent?


Try a new camshaft position (CMP) sensor.
Other information
Verification
- Start the engine.
Has the diagnostic trouble code (1)TC) ECM-32 changed status to intermittent?

Signal missing. Intermittent fault

Check the engine control module (ECM) and camshaft position (CMP) sensor connectors. Check for contact resistance and oxidation according
to See: Diagnostic Trouble Code Tests and Associated Procedures/Related Tests, Information and Procedures/Checking Wiring and Terminals
Check power supply cable between engine control module (ECM) connector terminal #83 and camshaft position (CMP) sensor terminal 3. Check
for an intermittent open-circuit according to See: Diagnostic Trouble Code Tests and Associated Procedures/Related Tests, Information and
Procedures/Checking Wiring and Terminals Remedy if necessary.
The power supply must be 5 V.
Check remedy the signal cable between engine control module (ECM) terminal #58 and the camshaft position (CMP) sensor terminal 2. Check
for an intermittent open-circuit, an intermittent short-circuit to ground and for a short-circuit to supply voltage See: Diagnostic Trouble Code
Tests and Associated Procedures/Related Tests, Information and Procedures/Checking Wiring and Terminals Remedy if necessary.
Check the ground lead between engine control module (ECM) terminal #79 and camshaft position (CMP) sensor terminal 1. Check for an
intermittent open-circuit according to See: Diagnostic Trouble Code Tests and Associated Procedures/Related Tests, Information and
Procedures/Checking Wiring and Terminals Remedy if necessary.
Try a new camshaft position (CMP) sensor if no faults are found in the above fault-tracing.
Other information
- To connect the breakout box See: Reading and Clearing Diagnostic Trouble Codes/Scan Tool Connecting/Connecting the Breakout Box,
ECM (EMS 2000)

Checking the terminal
- Ignition off
- Disconnect the connector for the camshaft position (CMP) sensor
Check the connector for the camshaft position (CMP) sensor for contact resistance and oxidation according to See: Diagnostic Trouble Code

- Ignition on
Connect a voltmeter between connector terminal 2 for the camshaft position (CMP) sensor (control module side) and ground and between
terminal 3 and ground.
In both cases the voltmeter should display approximately 5 V.

Not OK - Skip to "Checking cables"
Checking the ground lead - I
- Ignition off.
Connect an ohmmeter between connector terminal 1 on the camshaft position (CMP) sensor (control module side) and the ground terminal.
The ohmmeter should read approximately 0[Ohm].

Not OK - Skip to "Checking the ground lead - II"
Defective camshaft position (CMP) sensor

Try a new camshaft position (CMP) sensor according to See: Camshaft Position Sensor/Service and Repair
Checking the ground lead - II

Check the cable between connector terminal 1 for the camshaft position (CMP) sensor and engine control module (ECM) connector terminal 79
for an open-circuit according to See: Diagnostic Trouble Code Tests and Associated Procedures/Related Tests, Information and
Checking cables
Check the cable between connector terminal 2 for the camshaft position (CMP) sensor and engine control module (ECM) connector terminal 58.
Check the cable connector terminal 3 for the camshaft position (CMP) sensor (control module side) and engine control module (ECM) terminal
83. Check these cables for an open-circuit according to See: Diagnostic Trouble Code Tests and Associated Procedures/Related Tests,
Information and Procedures/Checking Wiring and Terminals and for a short-circuit to ground according to See: Diagnostic Trouble Code Tests
and Associated Procedures/Related Tests, Information and Procedures/Checking Wiring and Terminals and for a short-circuit to supply voltage
Terminals.
Verification

- Start the engine.
Has the diagnostic trouble code (DTC) ECM-32 changed status to intermittent?

Condition
Diagnostic trouble code (DTC) ECM-38 or ECM-3A is stored if the ignition coil circuit short-circuited to ground / voltage or if there is
Condition
Injectors 1 and 4 are disabled. Injectors 2 and 3 are disabled.
Possible source
Signal too high:

- Faulty ignition coil.
Signal too low:

Signal missing:
Condition
- Engine not firing on all cylinders.
- The engine misfires.


Check the signal cable between ignition coil terminal 1 and engine control module (ECM) terminal #32 (ECM-38), #1 (ECM-3A) for an
intermittent short-circuit to supply voltage and remedy according to See: Diagnostic Trouble Code Tests and Associated Procedures/Related
If no faults are found in the above fault-tracing try a new ignition coil.
Other information
ECM (EMS 2000).
- To replace the ignition coil, See: Ignition System/Ignition Coil/Service and Repair

Checking ignition coil
- Ignition off.
- Disconnect the ignition Coil connector.
Connect an ohmmeter between the ignition coil terminals 1 and 2 (ignition coil side).
The ohmmeter should read approximately 0.5[ohm].

Not OK - Skip to "Checking ignition coil - II"
- Ignition on.
Check the cable between ignition coil terminal 1 and engine control module (ECM) terminal #32 (ECM-38), #1 (ECM-3A) for a short-circuit to
OK - Testing Complete.
Not OK - Continue below.
Checking ignition coil - I
- Ignition on.
Check the cable between ignition coil connector terminal 1 and system relay 2/14 base terminal 3 for an open-circuit according to See:
Checking ignition coil - II

Try a new ignition coil according to See: Ignition System/Ignition Coil/Service and Repair
Verification

- Ignition on.
- Start the engine.
Does the engine run on all cylinders?


Checking cables
Other information
ECM (EMS 2000).

Checking terminals
- Ignition off.
- Disconnect the ignition coil connector.
Check the ignition coil connector for contact resistance and oxidation according to See: Diagnostic Trouble Code Tests and Associated
Procedures/Related Tests, Information and Procedures/Checking Wiring and Terminals.


- Ignition on.
Connect a voltmeter between the ignition coil connector terminal 2 (engine control module (ECM) side) and ground.
Not OK - Skip to "Checking ignition coil - IV"

Not OK - Skip to "Checking ignition coil - III"
- Ignition off.
Check the cable between ignition coil terminal 1 and engine control module (ECM) terminal #32 (ECM-38) or #1 (ECM-3A) for an open-circuit
Terminals and for a short-circuit to ground according to See: Diagnostic Trouble Code Tests and Associated Procedures/Related Tests,
Information and Procedures/Checking Wiring and Terminals.
Checking ignition coil - III

Try a new ignition Coil according to See: Ignition System/Ignition Coil/Service and Repair
Checking ignition coil - IV
- Ignition on.
Verification

- Ignition on.
- Start the engine.


Condition
Diagnostic trouble code (DTC) ECM-38 or ECM-3A is stored if the ignition coil circuit short-circuited to ground / voltage or if there is
Condition
Injectors 1 and 4 are disabled. Injectors 2 and 3 are disabled.
Possible source
Signal too high:

Signal too low:

Signal missing:
Condition
- Engine not firing on all cylinders.


intermittent short-circuit to supply voltage and remedy according to See: Diagnostic Trouble Code Tests and Associated Procedures/Related
If no faults are found in the above fault-tracing try a new ignition coil.
Other information
ECM (EMS 2000).
- To replace the ignition coil, See: Ignition System/Ignition Coil/Service and Repair

Checking ignition coil
- Ignition off.
- Disconnect the ignition Coil connector.

Not OK - Skip to "Checking ignition coil - II"
- Ignition on.
Check the cable between ignition coil terminal 1 and engine control module (ECM) terminal #32 (ECM-38), #1 (ECM-3A) for a short-circuit to
OK - Testing Complete.
Not OK - Continue below.
- Ignition on.

Try a new ignition coil according to See: Ignition System/Ignition Coil/Service and Repair
Verification

- Ignition on.
- Start the engine.


Checking cables
Other information
ECM (EMS 2000).

Checking terminals
- Ignition off.
Check the ignition coil connector for contact resistance and oxidation according to See: Diagnostic Trouble Code Tests and Associated


- Ignition on.
Connect a voltmeter between the ignition coil connector terminal 2 (engine control module (ECM) side) and ground.
Not OK - Skip to "Checking ignition coil - IV"

Not OK - Skip to "Checking ignition coil - III"
- Ignition off.
Check the cable between ignition coil terminal 1 and engine control module (ECM) terminal #32 (ECM-38) or #1 (ECM-3A) for an open-circuit
Terminals and for a short-circuit to ground according to See: Diagnostic Trouble Code Tests and Associated Procedures/Related Tests,
Checking ignition coil - III

Try a new ignition Coil according to See: Ignition System/Ignition Coil/Service and Repair
Checking ignition coil - IV
- Ignition on.
Verification

- Ignition on.
- Start the engine.


Condition
Diagnostic trouble code (DTC) ECM-41 is stored if the engine speed (RPM) signal exceeds 3,500 rpm, the load exceeds 250 mg/stroke and the
signal from the knock sensor (KS) is missing.
Condition
- Retarded ignition.
Possible source
- Faulty knock sensor (KS).
Condition
- Poor performance.

Checking wiring
Check the engine control module (ECM) and heated oxygen sensor (1102S) connectors for contact resistance and oxidation according to See:
Check in particular for damage, or loose terminal pins. Check the signal cable between engine control module (ECM) terminals 76 and 19 and
knock sensor (KS) terminals 2 and 3 for an intermittent open-circuit and remedy according to See: Diagnostic Trouble Code Tests and
Check signal cable between engine control module (ECM) terminal 51 and knock sensor (KS) terminal 1 for an intermittent short-circuit to
ground, for an intermittent short-circuit to supply voltage and for an intermittent open-circuit according to See: Diagnostic Trouble Code Tests
and Associated Procedures/Related Tests, Information and Procedures/Checking Wiring and Terminals
Other information
ECM (EMS 2000)
- To replace the knock sensor (KS), See: Knock Sensor/Service and Repair


- Ignition off
- Knock sensor (KS) connector disconnected
- Ignition on.
Connect a voltmeter between knock sensor connector terminal 1 (control module side) and ground.

Not OK - Skip to "Checking the signal cable"
Checking the signal cable - I
- Ignition off.
Connect an ohmmeter between the knock sensor (KS) connector terminals 1 and 2 (engine control module (ECM) side).
The ohmmeter should read approximately 100 k[ohm].

1 - 95-105k[ohm]
1 - 0[ohm]
3 - Infinite resistance.
Select one of the above options to continue.

1 - Continue below.
2 - Skip to "Checking the signal cable - II"
3 - Skip to "Checking ground leads"
Checking terminals
Check the knock sensor (KS) connector for contact resistance and oxidation according to See: Diagnostic Trouble Code Tests and Associated

Defective knock sensor (KS)

Try a new knock sensor (KS). See: Knock Sensor/Service and Repair
Checking the signal cable - II
Check the cable between knock sensor (KS) connector terminal 1 (control module side) and engine control module (ECM) terminal #51. Check
for a short-circuit to ground according to See: Diagnostic Trouble Code Tests and Associated Procedures/Related Tests, Information and
Checking ground leads
Connect an ohmmeter between knock sensor (KS) connector terminal 2 (engine control module (ECM) side) and ground. Connect an ohmmeter
between knock sensor (KS) connector terminal #3 (control module side) and ground. In both cases the ohmmeter should display approximately 0
[ohm].


Checking the ground lead
Check the cables between knock sensor (KS) connector terminal 2 (control module side) and engine control module (ECM) terminal #76 and
between knock sensor (KS) connector terminal 3 (control module side) and engine control module (ECM) terminal #19. Check for an open-
circuit according to See: Diagnostic Trouble Code Tests and Associated Procedures/Related Tests, Information and Procedures/Checking Wiring
and Terminals.
Check the cable between knock sensor (KS) connector terminal 1 (control module side) and engine control module (ECM) terminal #51. Check
for a short-circuit to supply voltage according to See: Diagnostic Trouble Code Tests and Associated Procedures/Related Tests, Information and
Verification

- Connect VCT 2000
- Start the engine
- Rev the engine to 4000 rpm a couple of times.
Yes- Testing Complete.

Condition
Diagnostic trouble code (DTC) ECM-43 is stored if the engine control module (ECM) detects an internal fault with knock control.
Condition
- Ignition retardation
- No knock adaptation
- Initial boost pressure.
Possible source
- Defective engine control module (ECM).
Condition
- Deterioration in performance
- High fuel consumption.
Internal Fault - Intermittent Fault

Internal fault. Intermittent fault
Erasing diagnostic trouble code (DTC)

- The control module has previously registered a fault
- Ignition on.
Erase the diagnostic trouble codes (DTC).
Internal Fault - Permanent Fault

Internal fault. Permanent fault
Defective control module I

Replace engine control module (ECM) according to See: Engine Control Module/Service and Repair

Condition
The control module checks for misfiring after the engine's first 1000 crankshaft revolutions after starting. Diagnostic trouble code (DTC) ECM
-44 is stored if the control module registers a misfire which causes increased emissions.
Condition
- Knock retardation disabled.
- Idle air trim adaptation is disabled.
- Evaporative emission (EVAP) system operates at minimum.
Possible source
- Defective spark plugs, ignition cables, ignition coil or flywheel / pulse wheel.
- Blocked / leaking injector.
- Uneven compression.
- Leakage between cooling system and cylinder.
- Moisture, flashover in the ignition system on HT side.
connection in the ignition system low-tension side, in the injector circuit or fuel pump (FP) circuit.
- Fuel stoppage.
- Water in spark plug wells.
- Contaminated fuel or incorrect fuel type.
Condition
- Engine difficult to start.
- The engine runs unevenly at idle or there are marked jerks in engine response when driving.
- Poor performance.
- High emissions.

Faulty Signal. Intermittent Fault
Checking the fuel injection system, ignition system and components
Check that the engine oil level is correct.
Check the ignition system for moisture in the spark plug wells. Check the ignition cables for open-circuits.
Check the spark plugs. Search for damage in the insulation and other damage. If there is any doubt about their function, replace the spark plugs.
Check the ignition coil connectors and the ground cable.
Check for contact resistance and oxidation according to See: Diagnostic Trouble Code Tests and Associated Procedures/Related Tests,
Check the engine compression.
Check the injectors.
Check the fuel pressure and residual pressure.
If the fault is intermittent, do not verify fault-tracing if the fault does not recur

Check that
Checking thethe
fuelengine oil level
injection is correct.
system, ignition system and components
Verification
If the engine is running unevenly or is jerky, this may indicate misfiring.

- Start the engine. Check immediately that there is no misfiring
- Let the engine idle. Check that there is no misfiring
- Rev the engine. Check that there is no misfiring as engine speed increases, at constant engine speeds and when returning to idle speed.
Hint: It may be difficult to detect misfiring in the workshop. Further checks can be made when carrying out the final checks after the diagnostic
trouble codes (DTCs) have been erased.
Is the engine misfiring?

No - Testing Complete.

Condition
The control module checks for misfiring after the engine's first 1000 crankshaft revolutions after starting. Diagnostic trouble code (DTC) ECM
-45 is stored if the control module registers a misfire which causes increased emissions.
Condition
Possible source
- Defective spark plugs, ignition cables, ignition coil or flywheel / pulse wheel.

- Fuel stoppage.
Condition
- Poor performance.
- High emissions.

Checking the fuel injection system, ignition system and components
Check that the engine oil level is correct.


Check that
Checking thethe
fuelengine oil level
injection is correct.
system, ignition system and components
Check the ignition system for moisture in the spark plug wells. Check the ignition cables for open-circuits. Check the spark plugs. Search for
damage in the insulation and other damage. If there is any doubt about their function, replace the spark plugs.
Check the ignition coil connectors and the ground cable. Check for contact resistance and oxidation according to See: Diagnostic Trouble Code
Verification
If the engine is running unevenly or is jerky, this may indicate misfiring.

- Start the engine. Check immediately that there is no misfiring
- Let the engine idle. Check that there is no misfiring
- Rev the engine. Check that there is no misfiring as engine speed increases, at constant engine speeds and when retarning to idle speed.
Hint: It may be difficult to detect misfiring in the workshop. Further checks can be made when carrying out the final checks after the
diagnostic trouble codes (DTCs) have been erased.
Is the engine misfiring?

No - Testing Complete.

Condition
Diagnostic trouble code (DTC) ECM- 4D is stored if the control module registers misfiring of such severity that the three-way catalytic converter
(TWC) will be damaged.
Condition
- Altitude compensation disabled.
Possible source
- Defective spark plugs, ignition cables, distributor cap, rotor, ignition coil or flywheel / pulse wheel.
- Fuel stoppage.
Condition
- Poor performance.
- High emissions.
Fault-Tracing Information

Condition
Diagnostic trouble code (DTC) ECM-53 is stored if the engine control module (ECM) counts more than two teeth too few or too many on the
carrier plate / flywheel for two consecutive crankshaft revolutions.
Condition
None.
Possible source
- Signal cable insulation damaged.
- Damaged carrier plate / drive plate.
- Defective engine speed (RPM) sensor.
Condition
- Engine running very jerkily.
Sporadic Signal - Intermittent Fault

Sporadic signal. Intermittent fault
Checking wiring
Check the flywheel and carrier plate for damage. Check the signal cables between engine control module (ECM) terminals #24 and #54 and
engine speed (RPM) sensor terminals #1 and #2. Check for an intermittent short- circuit to ground, an intermittent short-circuit to supply voltage
and for intermittent open-circuits according to See: Diagnostic Trouble Code Tests and Associated Procedures/Related Tests, Information and
Hint: With the ignition on, the voltage between engine speed (RPM) sensor connector terminals #1 and #2 must be approximately 1.8 V with the
reading taken at the ground terminal.
Try a new engine speed (RPM) sensor if the above fault-tracing does not reveal any faults.
Other information
ECM (EMS 2000)
- To replace the engine speed (RPM) sensor, See: Engine Speed Sensor/Service and Repair
Sporadic Signal - Permanent Fault

Sporadic signal. Permanent fault
Checking the connectors
Check the engine speed (RPM) sensor and engine control module (ECM) connectors for contact resistance and oxidation according to See:
Diagnostic Trouble Code Tests and Associated Procedures/Related Tests, Information and Procedures/Checking Wiring and Terminals. Remedy
if necessary.

Reconnect the connectors.
Start the engine.
Read off the status of the diagnostic trouble code (DTC).
Is the status intermittent?

Check the flywheel and carrier plate for damage.
Check the signal cables between engine control module (ECM) terminals #24 and #54 and engine speed (RPM) sensor terminals #1 and #2.
Check for a short-circuit to ground, a short-circuit to supply voltage and for open-circuits according to See: Diagnostic Trouble Code Tests and
Associated Procedures/Related Tests, Information and Procedures/Checking Wiring and Terminals. Remedy if necessary.
Hint: With the ignition on, the voltage between engine speed (RPM) sensor connector terminals #1 and #2 must be approximately 1.8V with the
Try a new engine speed (RPM) sensor if no faults are found in the above fault-tracing.
Other information:
ECM (EMS 2000)
- To replace the engine speed (RPM) sensor, See: Engine Speed Sensor/Service and Repair
Verification
Start the engine.

Allow the engine to idle for approximately 2 minutes.


Condition
The three-way catalytic converter (TWC) efficiency is checked once every driving cycle. The control module applies a different cycle to the front
heated oxygen sensor (HO2S). Diagnostic trouble code (DTC) ECM-5A is stored and the rear heated oxygen sensor (HO2S) signal is altered if
the three-way catalytic converter (TWC) efficiency is diminished.
Condition
None.
Possible source
- Air leakage in the intake system.
- Leakage in the exhaust system.
- Faulty fuel pressure.
- Defective three-way catalytic converter (TWC).
Condition
- May result in poor performance.

Checking for air leakage in the intake system

Check for air leakage in the intake system according to See: Component Tests and General Diagnostics/Check For Air Leaks In the Intake
System
Was there any air leakage?

Checking fuel and residual pressures

Was the pressure OK?

No - Skip to "Fault-tracing information"
Checking the engine:

- Ignition off
- Disconnect system relay 2/14
- Remove spark plugs.
Check the compression at wide open throttle (WOT).
In particular, check for uneven compression between the cylinders.
Note! Compression testing should always be carried out at wide open throttle (WOT) and with the engine at operating temperature. Diagnostic
trouble codes (DTCs) ECM-24 and ECM-A3 will be stored because the system relay is disconnected.
Is the compression OK?

No - Skip to "Engine repairs"
- Try a new three-way catalytic converter (TWC).
Skip to "Fault-tracing information"
Engine repairs
Carry out the repair required to the engine.
Verification
Hint: Check after repair that the fault has been rectified.
- Reinstall system relay 2/14.
Start the engine and check that idle speed runs evenly.
Is idle speed even?
Fault-tracing is not followed by verification for this fault.
Condition
Diagnostic trouble code (DTC) ECM-5C is stored if the canister purge (CP) valve signal cable is short-circuited to ground or voltage or if there is
an open-circuit in the circuit.
Condition
- No leak diagnostic
- No long-term fuel trim.
Possible source
Signal too high:

- Defective canister purge (CP) valve.
Signal too low:

Signal missing:

Condition
- High idling speed
- Low idling speed.

Checking Cables
Check the engine control module (ECM) and canister purge (CP) valve connectors for contact resistance and oxidation according to Checking
Check that the resistance in the canister purge (CP) valve between terminals 1 and 2 is approximately 30 [ohm] at +20°C.
Check the signal cable between engine control module (ECM) #4 and canister purge (CP) valve terminal 2 for an intermittent open-circuit and
remedy according to Checking wiring and terminals - Intermittent Faults.
Check the power supply cable between the canister purge (CP) valve terminal 1 and system relay (2/14) terminal 3 for an intermittent open-circuit
Other information
ECM (EMS 2000)

- Ignition off
- Disconnect the canister purge (CP) valve connector.
Check the canister purge (CP) valve connector for contact resistance and oxidation according to See: Diagnostic Trouble Code Tests and
Missing - Permanent Fault/Checking the Canister Purge (CP) Valve
Checking the Canister Purge (CP) Valve

Checking The Canister Purge (CP) Valve
- Canister purge (CP) valve connector disconnected

- Ignition on.
Connect an ohmmeter between canister purge (CP) valve connector terminals 1 and 2.
The ohmmeter should read approximately 30 [ohm] at +20°C.
OK - See: Diagnostic Trouble Code Tests and Associated Procedures/Manufacturer Code Charts/Engine Control System/ECM-5C/Signal
Missing - Permanent Fault/Checking the Power Supply
Not OK - See: Diagnostic Trouble Code Tests and Associated Procedures/Manufacturer Code Charts/Engine Control System/ECM-5C/Signal
Missing - Permanent Fault/Defective Canister Purge (CP) Valve
Checking the Power Supply

Checking The Power Supply
- Ignition off.
Connect a voltmeter between the canister purge (CP) valve connector terminal 2 (control module side) and ground.
Missing - Permanent Fault/Checking the Signal Cable
Missing - Permanent Fault/Checking the Power Cable

Check the cable between canister purge (CP) valve terminal 1 and engine control module (ECM) connector terminal 45 for an open-circuit
Terminals
Remedy as necessary
System/ECM-5C/Signal Missing - Permanent Fault/Verification
Check the cable between canister purge (CP) valve terminal 2 and system relay base 2/14 terminal 3 for an open-circuit according to See:
Defective Canister Purge (CP) Valve
Try new canister purge (CP) valve according to Replacing the canister purge (CP) valve.
Verification
Verification
- Reconnect the connectors, reinstall components etc Activate the canister purge (CP) valve according to See: Scan Tool Testing and
Procedures/Description of Activation
Check at the resistance in the canister purge (CP) valve between terminals 1 and 2 is approximately 30 [ohm] at +20°C.
Check the signal cable between engine control module (ECM) terminal 4 and canister purge (CP) valve terminal 2 for an intermittent short-circuit
to supply voltage and remedy according to See: Diagnostic Trouble Code Tests and Associated Procedures/Related Tests, Information and
Other information
ECM (EMS 2000)
Check Canister Purge (CP) Valve

Check Canister Purge (CP) Valve
- Ignition off
- Disconnect the front canister purge (CP) valve connector.
Connect an ohmmeter between the canister purge (CP) valve terminals 1 and 2 (valve side).
Too High - Permanent Fault/Defective Canister Purge (CP) Valve

- Ignition on.
Check the cable between the canister purge (CP) valve connector terminal 2 (control module side) and control module connector terminal 4 for a
short-circuit to supply voltage according to See: Diagnostic Trouble Code Tests and Associated Procedures/Related Tests, Information and
Try a new valve according to Replacing the canister purge (CP) valve.
Verification
Verification
- Ignition off
- Connect VCT 2000
- Ignition on.
Activate the canister purge (CP) valve according to See: Scan Tool Testing and Procedures/Description of Activation
Checking Wiring
Check the signal cable between engine control module (ECM) terminal #4 and canister purge (CP) valve terminal #1 Check for an intermittent
short-circuit to ground and remedy according to See: Diagnostic Trouble Code Tests and Associated Procedures/Related Tests, Information and
Other information
ECM (EMS 2000)

- Ignition off
- Disconnect the front canister purge (CP) valve connector.
Check the cable between the canister purge (CP) valve connector terminal 1 (control module side) and engine control module (ECM) connector
terminal 4 for a short-circuit to ground according to See: Diagnostic Trouble Code Tests and Associated Procedures/Related Tests, Information and
System/ECM-5C/Signal Too Low - Permanent Fault/Verification
Verification
Verification
- Reconnect the connectors, reinstall components etc

- Connect VCT 2000
Activate the canister purge (CP) valve according to See: Scan Tool Testing and Procedures/Description of Activation
Condition
Diagnostic trouble code (DTC) ECM-5D is stored if the control module detects that the signal to the camshaft reset valve is too high, too low or
missing.
Condition
No camshaft control.
Possible source
Signal too high:

- Defective reset valve.
Signal too low:

- System relay power cable short-circuited to ground.
Signal missing:
- Open-circuit in the power cable from the system relay.
Condition
- Poor performance.

- Ignition off
- Check the connector on the camshaft reset valve. Check for loose connections according to Checking wiring and terminals. Intermittent
faults. Check for contact resistance and oxidation according to Checking wiring and terminals. Intermittent faults
- Check the signal cable between engine control module (ECM) terminal #62 and camshaft reset valve terminal #2. Check for an intermittent
open-circuit according to Checking wiring and terminals. Intermittent faults
- Check the power supply cable between system relay terminal #5 (87) and camshaft reset valve terminal #1. Check for an intermittent
- Try a new camshaft reset valve if no fault is found during the above fault-tracing.
Other information
ECM (EMS 2000)
- To access and replace the camshaft reset valve, See Replacing the variable valve timing (VVT) control valve

Checking wiring and connectors
- Ignition off
- Check the connector on the camshaft reset valve for contact resistance and oxidation. See: Diagnostic Trouble Code Tests and Associated
- Check the resistance of the camshaft reset valve between terminals #1 and #2. The resistance should be approximately 7 [ohm] at 25°C
- Check the signal cable between engine control module (ECM) terminal #62 and camshaft reset valve terminal #2. Check for an open-circuit
according to See: Diagnostic Trouble Code Tests and Associated Procedures/Related Tests, Information and Procedures/Checking Wiring
and Terminals.
- Check the power supply cable between system relay terminal #5 (87) and camshaft reset valve terminal #1 for an open-circuit according to
Other information
ECM (EMS 2000)
- To access and replace the camshaft reset valve, See: Variable Valve Timing Actuator/Service and Repair
Verification
- After carrying out the repair, check that the fault has been remedied.
- Reinstall the components and connectors etc.
- Activate reading off engine coolant temperature (ECT):
Click the symbol for VCT-2000
- Check that the engine coolant temperature (ECT) exceeds 50°C.
- Rev the engine to 4000 rpm twice.

(DTC) status should have changed to intermittent.
Has the diagnostic trouble code (DTC) status switched to intermittent?


Checking wiring and connectors

- Ignition off
- Check the connector on the camshaft reset valve. Check for loose connections and for contact resistance and oxidation according to See:
short-circuit to supply voltage according to See: Diagnostic Trouble Code Tests and Associated Procedures/Related Tests, Information and
Other information
ECM (EMS 2000)

Checking the wiring

- Ignition off
- Check the resistance of the camshaft reset valve between terminals #1 and #2. Resistance should be approximately 7 [Omega]
- Check the signal cable between engine control module (ECM) terminal #62 and camshaft reset valve terminal #2 for a short-circuit to supply
voltage according to See: Diagnostic Trouble Code Tests and Associated Procedures/Related Tests, Information and Procedures/Checking
Other information:
ECM (EMS 2000)
Verification
After carrying out the repair, check that the fault has been remedied.
- Activate reading off engine coolant temperature (ECT): Click the symbol for VCT-2000.



- Ignition off
- Check the connector on the camshaft reset valve. Check for loose connections according to Checking wiring and terminals. Intermittent
faults. Check for contact resistance and oxidation according to Checking wiring and terminals. Intermittent faults
short-circuit to ground according Checking wiring and terminals. Intermittent faults.
- Check the power supply cable between system relay terminal #5 (87) and camshaft reset valve terminal #1. Check for an intermittent
short-circuit to ground according to Checking wiring and terminals. Intermittent faults
Other information
ECM (EMS 2000)
- To access or replace the camshaft reset valve, See Replacing the variable valve timing (VVT) control valve

Checking the wiring
- Ignition off
- Check the connector on the camshaft reset valve for contact resistance and oxidation according to See: Diagnostic Trouble Code Tests and
- Check the resistance of the camshaft reset valve between terminals #1 and #2. The restance must be approximately. 7 [ohms]
- Check the signal cable between engine control module (ECM) terminal #62 and camshaft reset valve terminal #2 for a short-circuit to ground
and Terminals.
- Check the power supply cable between system relay terminal #5 (87) and camshaft reset valve terminal #1 for a short-circuit to ground
and Terminals
Other information:
ECM (EMS 2000)
Verification
- Activate reading off engine coolant temperature (ECT):
Click the symbol for VCT-2000.



Condition
When the control module requests that the position of the camshaft remains unchanged, the pulse ratio of the camshaft reset valve should be
approximately 50%. Diagnostic trouble code (DTC) ECM-5E is stored if the control module detects that a higher or lower pulse ratio is required to
keep the camshaft in the same position.
Condition
None.
Possible source
- Variable oil pressure
- Blocked oil ducts
- Defective camshaft reset valve.
Condition
- Poor driveability, cold engine.

Check
- Ignition off.
Check the connectors on the camshaft reset valve, control module and camshaft position (CMP) sensor. Check for contact resistance and oxidation
according to Checking wiring and terminals. Intermittent faults.
Check the engine oil quality, check for contaminants in particular.
Replace the engine oil if necessary.
Check engine oil pressure for unstable oil pressure.
Remove the camshaft reset valve.
Check the oil ducts for the camshaft reset valve and camshaft pulley in the cylinder head for blockages.
Other information:
- To check the oil pressure, See: Component Tests and General Diagnostics/Checking Oil Pressure
- To access the control module See Replacing the engine control module (ECM)
- To access or replace the camshaft reset valve, See Replacing the variable valve timing (VVT) control valve.
Checking the Oil Pressure

Checking The Oil Pressure
- Check the engine oil quality. Check for contaminants particularly

- Replace the engine oil if necessary
- Check whether the engine oil pressure is unstable. See: Component Tests and General Diagnostics/Checking Oil Pressure
Was the engine oil pressure incorrect?
Yes - See: Diagnostic Trouble Code Tests and Associated Procedures/Manufacturer Code Charts/Engine Control System/ECM-5E/Faulty
Signal - Permanent Fault/Activating the Continuous Variable Valve Timing (VVT) Test
No - See: Diagnostic Trouble Code Tests and Associated Procedures/Manufacturer Code Charts/Engine Control System/ECM-5E/Faulty
Signal - Permanent Fault/Checking Oil Ducts
Checking Oil Ducts

Checking Oil Ducts
- Remove the camshaft reset valve

- Check the oil ducts for the camshaft reset valve and camshaft pulley in the cylinder head for blockages.
NOTE: If it is suspected that there are any contaminants in the camshaft reset valve it should be replaced.
- Try a new camshaft reset valve, if no fault is found in the oil ducts.
Other information:
- To remove or replace the camshaft reset valve, See Replacing the camshaft seals/variable valve timing unit.
After performing this procedure, See: Diagnostic Trouble Code Tests and Associated Procedures/Manufacturer Code Charts/Engine Control
System/ECM-5E/Faulty Signal - Permanent Fault/Activating the Continuous Variable Valve Timing (VVT) Test
Activating the Continuous Variable Valve Timing (VVT) Test

Activating The Continuous Variable Valve Timing (VVT) Test
NOTE: The engine must be idling and the engine coolant temperature (ECT) must be between 50°C and 92°C throughout the entire test.
- Activate the continuous variable valve timing (VVT) test by clicking on the VCT-2000 symbol
- Wait until the engine coolant temperature (ECT) exceeds 50°C
- Start the continuous variable valve timing (VVT) test
- Wait until the continuous variable valve timing (VVT) test is complete. CVVT test complete YES is displayed with the test is complete
- Read off the results of the continuous variable valve timing (VVT) test. The continuous variable valve timing (VVT) test results are read off
automatically when the test has been correctly completed
- The OK status will be displayed if the control module does not detect any faults. The NOT OK status will be displayed if the control module
detects any faults
- Click the stop button to re-run the test.

Condition
The engine control module (ECM) calculates the camshaft position in relation to the crankshaft using the camshaft position (CMP) sensor and
engine speed (RPM) sensor signals. The control module adjusts the camshaft position using the reset valve. Diagnostic trouble code (DTC) ECM
-5F is stored if the required change to the camshaft position takes too long.
Condition
None.
Possible source
- Low oil pressure in the engine
- Blocked oil ducts for the camshaft reset valve
Condition

Check
- Ignition off.
Check the engine oil pressure for low oil pressure.

Other information:
- To access the control module, See Replacing the engine control module (ECM)


- Check that the engine oil pressure is not low. See: Component Tests and General Diagnostics/Checking Oil Pressure
Yes - See: Diagnostic Trouble Code Tests and Associated Procedures/Manufacturer Code Charts/Engine Control System/ECM-5F/Faulty
No - See: Diagnostic Trouble Code Tests and Associated Procedures/Manufacturer Code Charts/Engine Control System/ECM-5F/Faulty
Checking Oil Ducts

Checking Oil Ducts

Other information:
System/ECM-5F/Faulty Signal - Permanent Fault/Activating the Continuous Variable Valve Timing (VVT) Test

detects any faults
Condition
The engine control module (ECM) checks the camshaft position in relation to the crankshaft using the camshaft position (CMP) and engine speed
(RPM) sensors. Diagnostic trouble code (DTC) ECM-60 is stored if the control module detects that the obtained position differs from the requested
position.
Condition
None.
Possible source
Condition

Check
- Ignition off.

Other information:

- Check that the engine oil pressure is not low, See: Component Tests and General Diagnostics/Checking Oil Pressure
Yes - See: Diagnostic Trouble Code Tests and Associated Procedures/Manufacturer Code Charts/Engine Control System/ECM-60/Faulty
No - See: Diagnostic Trouble Code Tests and Associated Procedures/Manufacturer Code Charts/Engine Control System/ECM-60/Faulty

- Wait until the engine coolant temperature (ECT) exceed 50°C
detects any faults
Checking Oil Ducts
Checking Oil Ducts

Other information:
System/ECM-60/Faulty Signal - Permanent Fault/Activating the Continuous Variable Valve Timing (VVT) Test

Condition
Each time that the engine is switched off the camshaft pulley sets itself in the locked position. The control module checks that the camshaft pulley
leaves the locked position when the engine is started again. Diagnostic trouble code (DTC) ECM-61 is stored if the control module detects that the
camshaft pulley is in the locked position.
Condition
None.
Possible source
Condition

Check
- Ignition off.

Other information:


- Check that the engine oil pressure is not low. See: Component Tests and General Diagnostics/Checking Oil Pressure

detects any faults
Checking Oil Ducts
Checking Oil Ducts

- Try a mew camshaft reset valve, if no fault is found in the oil ducts.
Other information:
- To remove or replace the camshaft reset valve, See Replacing the camshafts seals/variable valve timing unit
System/ECM-61/Faulty Signal - Permanent Fault/Activating the Continuous Variable Valve Timing (VVT) Test

Condition
At engine start-up the control module checks that the camshaft is in the correct position in relation to the crankshaft. Diagnostic trouble code (DTC)
ECM-62 is stored if the control module detects the camshaft in an incorrect position on start up.
Condition
None.
Possible source
- Camshaft cogs incorrectly seated
- Incorrectly installed camshaft pulley
Condition

Checking The Connectors And Camshaft Adjustment
- Ignition off
- Check the camshaft position (CMP) sensor and the control module connectors. Check for contact resistance and oxidation according to
Checking wiring and terminals. Intermittent faults
- Check the setting of the camshafts. See Replacing the camshaft seals/variable valve timing unit
Other information:
- To access the camshaft position (CMP) sensor connector, See Replacing camshaft position (CMP) sensor.
Checking Camshaft Setting
Checking Camshaft Setting
- Ignition off
- Check the camshaft position (CMP) sensor and the Control module connectors. Check for contact resistance and oxidation according to
- Check the setting of the camshafts. See Replacing the camshaft seals/variable valve timing unit
Other information:
- To access the camshaft position (CMP) sensor connector, See Replacing camshaft position (CMP) sensor
System/ECM-62/Faulty Signal - Permanent Fault/Verification/Verification - I
Verification - I
Verification
- Let the control module carry out a diagnostic of the CVVT system to verify the diagnostic trouble code (DTC). The control module will only
carry out a diagnostic for the diagnostic trouble code (DTC) if the engine coolant temperature (ECT) was +50°C or higher the last time the
ignition was switched on
- Start the engine and let it run at idle speed
- Read off the engine coolant temperature (ECT). Let the engine idle until the engine coolant temperature (ECT) is at least +50°C.
System/ECM-62/Faulty Signal - Permanent Fault/Verification/Verification - II

Verification - II
Verification
- Ignition off
- Start the engine. Let it idle for approximately 1 minute in order to update the control module reference value for the camshaft position.


Condition
The control module performs a function test of the leak diagnostic system. A diagnostic trouble code (DTC) is stored if a faulty position or faulty
movement of the leak diagnostic pump membrane is detected. For further information about leak diagnostics, See: Component Tests and General
Diagnostics/Leak Diagnostics
Condition
Leak diagnostics disabled.
Possible source
Signal too high:

- The vacuum for the leak diagnostic pump is too low or non-existent
- Defective leak diagnostic pump.
Signal too low:

- Open-circuit in the power supply cable for the leak diagnostic pump
Faulty signal:
- The pump ventilation for atmospheric pressure is blocked
Condition

Checking Connectors And Components
- Ignition off.
Check the leak diagnostic pump, system relay and control module connectors for contact resistance and oxidation according to Checking wiring
and terminals. Permanent faults.
Check if the hose between the lower terminal on the leak diagnostic pump and the filter in the wheel arch are blocked.
Other information
ECM (EMS 2000)
- To replace the filter for the leak diagnostic pump, See Replacing the leak diagnostic filter
- To replace the leak diagnostic pump, See Replacing the leak diagnostic pump
Other Diagnostic Trouble Codes (DTCs) - I

Other Diagnostic Trouble Codes (DTCs)
NOTE: Any other diagnostic trouble codes DTCs) in EMS2000 must be remedied and erased before fault-tracing can be carried out.
Are other diagnostic trouble codes (DTCs) stored?
Signal - Permanent Fault/Other Diagnostic Trouble Codes (DTCs) - II
Signal - Permanent Fault/Checking the Connectors
Other Diagnostic Trouble Codes (DTCs) - II

Have these diagnostic trouble codes(DTCs) been remedied?
Signal - Permanent Fault/Erasing Diagnostic Trouble Code (DTC)
No - Test Complete
Erasing Diagnostic Trouble Code (DTC)
Erasing Diagnostic Trouble Codes (DTCs)
- Ignition on
- Erase the diagnostic trouble codes (DTCs).
System/ECM-65/Faulty Signal - Permanent Fault/Checking the Connectors
- Ignition off
- Check the leak diagnostic pump, system relay and control module connectors for contact resistance and oxidation according to Checking
wiring and terminals. Permanent faults
- Check if the hose between the lower terminal on the leak diagnostic pump and the filter in the wheel arch are blocked
Other information:
ECM (EMS 2000)

- To replace the filter for the leak diagnostic pump, See Replacing the leak diagnostic filter.
System/ECM-65/Faulty Signal - Permanent Fault/Activating the Leak Diagnostic


Hint: The time taken for the diagnostic varies depending on the fault status of the fuel tank system. The diagnostic may take up to 4 minutes.
- The OK status will be displayed if the control module has not detected any faults. The NOT OK status, and a number from 1 - 8 will be
displayed if the control module has detected any faults. To interpret these faults, See the status definitions below.
Status definitions:
- NOT OK, status 1 = Leak diagnostic pump, signal too low. (ECM-65, signal too low.)
- NOT OK, status 2 = Leak diagnostic pump, signal too high. (ECM-65, signal too high.)
- NOT OK, status 3 = Leak diagnostic pump, faulty signal. (ECM-65, faulty signal.)
- NOT OK, status 4 = Leak diagnostic pump, blocked hose. (ECM-66, signal too low.)
- NOT OK, status 5 = Leakage 0.5 mm. (ECM-68, minor leak.)
- NOT OK, status 6 = Leakage 1 mm. (ECM-68, major leak.)
- NOT OK, status 7 = Leakage larger than 1 mm. (ECM-68, Fuel tank filler cap missing.)
- NOT OK, status 8 = Evaporative emission (EVAP) system blocked. (ECM-6A, signal too low.).
Select a suitable alternative to continue:

- Status OK
- Status NOT OK, status 1, 2 or 3 detected
- Status NOT OK, for another diagnostic trouble code (DTC) that has been detected.
1 - Test Complete
2 - See: Diagnostic Trouble Code Tests and Associated Procedures/Manufacturer Code Charts/Engine Control System/ECM-65/Faulty
Signal - Permanent Fault/Replacing the Component

- Ignition off
- Replace the leak diagnostic pump according to Replacing the leak diagnostic pump
System/ECM-65/Faulty Signal - Permanent Fault/Verification
Verification
Verification
NOTE: This test cannot be performed if there are diagnostic trouble codes DTCs) stored in EMS2000.

- Ignition on
- Check that no other diagnostic trouble codes (DTCs) are stored. If other diagnostic trouble codes (DTCs) are stored, these must be remedied
and erased first.
Yes - Test complete
Signal - Permanent Fault/Activating the Leak Diagnostic

- Ignition off.
Check the leak diagnostic pump, system relay and control module connectors. Check for contact resistance and oxidation according to Checking
wiring and terminals. Permanent faults.
Check that the air flow through the hoses from the upper terminal on the leak diagnostic pump to the intake manifold terminal (1) is unimpeded.
Check that there is no leakage between the terminals.
NOTE: Air can only flow from the leak diagnostic pump to the intake manifold.
Check the function of the non-return valve (2). See the arrow on the non-return valve.
Other information:
ECM (EMS 2000)
- To replace the leak diagnostic pump, See Replacing the leak diagnostic pump.

NOTE: Any other diagnostic trouble codes (DTCs) in EMS2000 must be remedied and erased before this fault-tracing can be carried out.
Are any other diagnostic trouble codes (DTCs) stored?
Too High - Permanent Fault/Other Diagnostic Trouble Codes (DTCs) - II
Too High - Permanent Fault/Checking the Connectors and Components

No - Test Complete
- Ignition on
- Erase diagnostic trouble codes (DTCs).
System/ECM-65/Signal Too High - Permanent Fault/Checking the Connectors and Components
- Ignition off.
Check the leak diagnostic pump, system relay and Control module connectors. Check for contact resistance and oxidation, See: Diagnostic Trouble
Code Tests and Associated Procedures/Related Tests, Information and Procedures/Checking Wiring and Terminals
Other information:
ECM (EMS 2000)
System/ECM-65/Signal Too High - Permanent Fault/Activating the Leak Diagnostic
- Clicking the VCT2000 symbol to activate the leak diagnostic

- The OK status will be displayed if the control module has not detected any faults. The Not OK status, and a number from 1 - 8 will be
Status definitions:

- Status OK
- Status Not OK, status 1, 2 or 3
- Status Not OK, another diagnostic trouble code (DTC) has been detected.
1 - Test Complete
Too High - Permanent Fault/Checking Components
Checking Components
Checking Components
- Ignition off
- Check that the air flow through the hoses from the upper rear connection on the leak diagnostic pump to the intake manifold connection (1) is
unimpeded Check that there is no leakage between the connections
NOTE: Air can only flow from the leak diagnostic pump to the intake manifold.
- Check the function of the non-return valve (4). See the arrow on the non-return valve.
Too High - Permanent Fault/Replacing the Component

Replace the leak diagnostic pump according to Replacing the leak diagnostic pump
Verification
Verification

- Ignition on
and erased first.
Yes - Test complete
Too High - Permanent Fault/Activating the Leak Diagnostic
- Ignition off.
Check the leak diagnostic pump, system relay and control module connectors. Check for contact resistance and oxidation according to Checking
wiring and terminals. Intermittent faults.
Check the cable between leak diagnostic pump terminal #2 and control module terminal #35. Check for an open-circuit according to Checking
wiring and terminals. Intermittent faults.
Other information:
ECM (EMS 2000)
- To replace the leak diagnostic pump, See Replacing the leak diagnostic pump.

NOTE: Any other diagnostic trouble codes (DTCs) in EMS2000 must be remedied and erased before this fault tracing can be carried out.
Too Low - Permanent Fault/Other Diagnostic Trouble Codes (DTCs) - II
Too Low - Permanent Fault/Checking the Connectors

Have these diagnostic trouble codes (DTCs) remedied?
Too Low - Permanent Fault/Erasing Diagnostic Trouble Code (DTC)
No - Test Complete

- Ignition on
System/ECM-65/Signal Too Low - Permanent Fault/Checking the Connectors

- Ignition off.
Check the connectors for the leak diagnostic pump, the system relay and control module. Check for contact resistance and oxidation according to
Checking wiring and terminals. Permanent faults.
Check the cable between leak diagnostic pump terminal #2 and control module terminal #35. Check for an open-circuit according to Checking
wiring and terminals. Permanent faults. Check for a short-circuit to ground according to Checking wiring and terminals. Permanent faults.
Other information:
ECM (EMS 2000)
System/ECM-65/Signal Too Low - Permanent Fault/Activating the Leak Diagnostic


- The OK status will be displayed if the control module has not detected any faults. The Not OK status, and a number from 1 - 8 will be
Status definitions:

- Status OK
- Status Not OK, status 1, 2 or 3 detected
1 - Test Complete

- Ignition off
Verification
Verification
NOTE: This test cannot be performed if there are diagnostic trouble codes DTCs) stored in EMS 2000.

- Ignition on
and erased first.
Are other diagnostic trouble codes DTCs) stored?
Yes - Test complete
Too Low - Permanent Fault/Activating the Leak Diagnostic

Condition
The control module performs a function test of the leak diagnostic system. Diagnostic trouble code (DTC) ECM-66 is stored if the movement of the
membrane in the leak diagnostic pump from active position to resting position is too slow. For further information about leak diagnostics, See:
Component Tests and General Diagnostics/Leak Diagnostics
Condition
Leak diagnostics disabled
Possible source
- Blocked filter between the leak diagnostic pump and the EVAP canister
- Blocked hose between the leak diagnostic pump and the EVAP canister
- Blocked hose between the EVAP canister and the fuel tank
Condition

Checking The Filter
- Ignition off
- Check the filter (1) between the leak diagnostic pump and the EVAP canister for blockage
- Check if the hoses between the leak diagnostic pump and the EVAP canister and between the EVAP canister and the fuel tank are blocked.
Other information:
- For expose the EVAP canister, See Replacing the canister purge (CP) valve
- To replace the filter, See Replacing the leak diagnostic filter
Other Diagnostic Trouble Codes (DTCS) - I

Too Low - Permanent Fault/Other Diagnostic Trouble Codes (DTCS) - II
Too Low - Permanent Fault/Checking the Connectors and Components
Other Diagnostic Trouble Codes (DTCS) - II

No - Test Complete
- Ignition on
System/ECM-66/Signal Too Low - Permanent Fault/Checking the Connectors and Components

- Ignition off
- Check the filter (1) between the leak diagnostic pump and the EVAP canister for blockage
- Check if the hoses between the leak diagnostic pump and the EVAP canister and between the EVAP canister and the fuel tank are blocked
Other information:
- To expose the EVAP canister, See Replacing the charcoal filter


Status definitions:
- OK The system is free of faults

- The status is OK
- Status NOT OK (for the current diagnostic trouble code (DTC)) has been detected
- Status NOT OK, (for another diagnostic trouble code (DTC)) has been detected.
Verification
Verification
NOTE: This test cannot be performed if there are diagnostic trouble codes (DTCs) stored in EMS2000.
- Reinstall the components, reconnect the connectors etc. Ignition on

and erased first.
Yes - Test Complete
Too Low - Permanent Fault/Activating the Leak Diagnostic

Condition
The control module has performed a leak diagnostic of the fuel tank system.
If the diaphragm in the leak diagnostic pump moves from the active to the resting position too rapidly (the pressure drops too quickly), or if the leak
diagnostic pump is unable to pressurize the fuel tank system, the control module interprets it as a leakage. Diagnostic trouble code (DTC) ECM-68
is stored. For further information about leak diagnostics, See: Component Tests and General Diagnostics/Leak Diagnostics
Condition
None.
Possible source
Fuel tank filler cap missing:

- The fuel tank filler cap is missing or not tightened, there is a large leak in the fuel tank, fuel filler pipe, fuel tank filler cap, EVAP canister,
canister purge (CP) valve, or in the hoses between these components.
Major leak:
- There is leak larger than 1 mm in the fuel tank, fuel filler pipe, fuel tank filler cap, EVAP canister, canister purge (CP) valve, or in the hoses
between these components.
Minor leak:
- There is leak larger than 0.5 mm but smaller than 1 mm in the fuel tank, fuel filler pipe, fuel tank filler cap, EVAP canister, canister purge
(CP) valve, or in the hoses between these components.
Condition
Intermittent Fault
Intermittent Fault
The Control module has previously detected a leak in the tank system but the fault is no longer active. The fault may be due to leakage in the fuel
tank, fuel filler pipe, fuel tank filler cap, EVAP canister, Canister purge (CP) valve, leak diagnostic pump or in the hoses between these
components.
Hint: This DTC can be stored if the car is driven without the fuel tank filler cap or if the fuel tank filler cap is incorrectly tightened
Other information:
- To replace the canister purge (CP) valve, See Replacing the canister purge (CP) valve

Yes - See: Diagnostic Trouble Code Tests and Associated Procedures/Manufacturer Code Charts/Engine Control
System/ECM-68/Permanent Fault/Other Diagnostic Trouble Codes (DTCS) - II
No - See: Diagnostic Trouble Code Tests and Associated Procedures/Manufacturer Code Charts/Engine Control
System/ECM-68/Permanent Fault/Checking the Component

Have these diagnostic trouble codes (DTCs) been remedied?
System/ECM-68/Permanent Fault/Erasing Diagnostic Trouble Code (DTC)
No - Test Complete

- Ignition on
System/ECM-68/Permanent Fault/Checking Components
Checking Components
Checking Components
- Ignition off.
- Check that the fuel tank filler cap is properly tightened and that its seal is intact
- Check the hoses and terminals on the leak diagnostic pump and fuel filler pipe for leakage and damage
System/ECM-68/Permanent Fault/Activating the Leak Diagnostic

- Start the engine. Allow the engine to idle.

minutes.
- The OK status will be displayed if the control module does not detect any faults. The Not OK status, numbered 1 - 8 will be displayed if the
control module detects any faults
NOTE: The status types can be translated into diagnostic trouble codes DTCs). However they are not stored as DTCs during this test.
Status definitions:

- Status OK
1 - Test Complete
2 - See: Diagnostic Trouble Code Tests and Associated Procedures/Manufacturer Code Charts/Engine Control
System/ECM-68/Permanent Fault/Checking the Component
Checking the Component

Checking The Component
- Ignition off
- Expose the canister purge (CP) valve.
- Remove the hose between the canister purge (CP) valve and the intake manifold
- Connect a vacuum pump to the canister purge (CP) valve instead
- Pump up a vacuum. Check that the vacuum does not drop
- If the vacuum drops, there is a leak through the canister purge (CP) valve
System/ECM-68/Permanent Fault/Verification
System/ECM-68/Permanent Fault/Checking the Fuel Tank System
Checking the Fuel Tank System

Checking The Fuel Tank System
- The fault may be due to leakage in the fuel tank, fuel filler pipe, fuel tank filler cap, EVAP canister or in the hoses between these components
Verification
Verification

- Ignition on
and erased first.
Yes - Test Complete
Fault-Tracing Information
Fault-tracing Information
The control module has detected leakage in the tank system. The size of the leak is unknown. The size and status of the leak can be established by
activating the leak diagnostic (Fuel tank system quick test).
The fault is intermittent if this diagnostic trouble code (DTC) is detected without any fault being found when the leak diagnostic is run.
System/ECM-68/Qualifier Not Recognized - Permanent Fault/Other Diagnostic Trouble Codes (DTCS) - I

NOTE: Any other diagnostic trouble codes (DTCs) in EMS2000 must be remedied and erased before this fault- tracing can be carried out.
Yes - See: Diagnostic Trouble Code Tests and Associated Procedures/Manufacturer Code Charts/Engine Control System/ECM-68/Qualifier
Not Recognized - Permanent Fault/Other Diagnostic Trouble Codes (DTCS) - II
No - See: Diagnostic Trouble Code Tests and Associated Procedures/Manufacturer Code Charts/Engine Control System/ECM-68/Qualifier
Not Recognized - Permanent Fault/Activating the Leak Diagnostic

Yes - See: Diagnostic Trouble Code Tests and Associated Procedures/Manufacturer Code Charts/Engine Control System/ECM-68/Qualifier
Not Recognized - Permanent Fault/Erasing Diagnostic Trouble Code (DTC)
No - Test Complete

- Ignition on
System/ECM-68/Qualifier Not Recognized - Permanent Fault/Activating the Leak Diagnostic
- Start the engine. Allow the engine to idle.

minutes.
- The OK status will be displayed if the control module has not detected any faults. The Not OK status, numbered 1 - 8 will be displayed if the
control module detects any faults
Status definitions:

- Status OK
1 - See: Diagnostic Trouble Code Tests and Associated Procedures/Manufacturer Code Charts/Engine Control System/ECM-68/Qualifier
Not Recognized - Permanent Fault/Intermittent Fault
Not Recognized - Permanent Fault/Checking Components
Not Recognized - Permanent Fault/Fault Tracing Information
Intermittent Fault
Intermittent Fault
The control module has previously detected a leak in the tank system but the fault is no longer active. The fault may be due to leakage in the fuel
tank, fuel filler pipe, fuel tank filler cap, EVAP canister, Canister purge (CP) valve, leak diagnostic pump or in the hoses between these
components.
Hint: This DTC can be stored if the car is driven without the fuel tank filler cap or if the fuel tank filler cap is incorrectly tightened.
Other information:
- To replace the canister purge (CP) valve, See Replacing the canister purge (CP) valve
Test Complete
Checking Components
Checking Components
- Ignition off.
- Check that the fuel tank filler cap is properly tightened and that its seal is intact
- Check the hoses and terminals on the leak diagnostic pump and fuel filler pipe for leakage and damage
System/ECM-68/Qualifier Not Recognized - Permanent Fault/Activating the Leak Diagnostic
Fault Tracing Information
Fault Tracing Information
- The control module has detected a fault other than the one that affects the relevant diagnostic trouble code (DTC). This may be because a
fault occurred during the fault tracing. Check that hoses, connectors and components etc have been correctly reinstalled. Check that they are
not damaged
Condition
The Control module carries out a flow check of the evaporative emission (EVAP) system. The canister purge (CP) valve is pulsed when the fuel
tank system is pressurized. At the same time the control module checks that the pressure in the fuel tank system drops. If the diaphragm in the leak
diagnostic pump does not move from the active to the resting position rapidly enough (the pressure does not drop), the control module interprets it
as a blockage in the evaporative emission (EVAP) system. For further information about leak diagnostics, See: Component Tests and General
Diagnostics/Leak Diagnostics
Condition
None.
Possible source
- Blocked canister purge (CP) valve
- Blocked hose between the canister purge (CP) valve and the vacuum tank
- Blocked hose between the EVAP canister and the canister purge (CP) valve.
Condition

Information
There is no fault tracing for this diagnostic trouble code For further information on this diagnostic trouble code, first select Information, then
Diagnostic Trouble Code Information.
Checking Air Flow

Checking Air Flow
- Expose the canister purge (CP) valve

- Remove the hose from the canister purge (CP) valve to the EVAP canister
- Ignition on.
Activate the canister purge (CP) valve by clicking on the VCT-2000 symbol.
Check that the connection with the intake manifold opens and closes when the canister purge (CP) valve opens and closes: Blow into the exposed
terminal in the canister purge (CP) valve.
NOTE: A certain resistance will be felt because of the non-return valve.
If necessary, remedy the hoses / hoses connections for the intake manifold.
Replace the non-return valves or canister purge (CP) valve if necessary.
- To access the canister purge (CP) valve, See Replacing the canister purge (CP) valve
ECM (EMS 2000)
Yes - See: Diagnostic Trouble Code Tests and Associated Procedures/Manufacturer Code Charts/Engine Control System/ECM-6A/Faulty
Signal - Permanent Fault/Verification
No - See: Diagnostic Trouble Code Tests and Associated Procedures/Manufacturer Code Charts/Engine Control System/ECM-6A/Faulty
Signal - Permanent Fault/Checking Hoses


Status definitions:
- The status is OK
- Status NOT OK (for the current diagnostic trouble code (DTC)) has been detected
- Status NOT OK, (for another diagnostic trouble code (DTC)) has been detected.
Checking Hoses
Checking Hoses
- Ignition off
- The fault may be due to blocked hoses or components between the canister purge (CP) valve and the fuel tank
- Expose the EVAP canister and the roll-over valve to check the evaporative emission (EVAP) system.
System/ECM-6A/Faulty Signal - Permanent Fault/Verification
Verification
Verification

- Ignition on
and erased first.
Are other diagnostic trouble codes(DTCs) stored?
Yes - Test Complete
No - See: Diagnostic Trouble Code Tests and Associated Procedures/Manufacturer Code Charts/Engine Control System/ECM-6A/Faulty
Signal - Permanent Fault/Activating the Leak Diagnostic
Condition
Diagnostic trouble code (DTC) ECM-6B is stored if the air conditioning (A/C) pressure sensor signal is too high or too low.
Condition
- Air conditioning (A/C) shut off. Possible source
Signal too high:

- Defective air conditioning (A/C) pressure sensor.
Signal too low:

- Low pressure m the air conditioning (A/C) system
- Defective air conditioning (A/C) pressure sensor.
Hint: A diagnostic trouble code (DTC) may be stored at low temperatures despite the absence of any faults.
Condition
- The air conditioning (A/C) system does not operate.

Checking Wiring
Check the engine control module (ECM) and air conditioning (A/C) pressure sensor connectors. Check for contact resistance and oxidation
according to Checking wiring and terminals. Intermittent faults
Check in particular for damage or loose terminal pins. Check the signal cable between engine control module (ECM) terminal #14 and air
conditioning (A/C) pressure sensor terminal 2. Check for an intermittent short-circuit to supply voltage according to Checking wiring and
terminals. Intermittent faults. Remedy if necessary.
Check the ground lead between engine control module (ECM) terminal #77 and air conditioning (A/C) pressure sensor terminal 1. Check for an
intermittent open-circuit according to Checking wiring and terminals. Intermittent faults.
Try a new air conditioning (A/C) pressure sensor if no faults are found in the above fault-tracing.
Other information
ECM (EMS 2000)
- To replace the air conditioning (A/C) pressure sensor, See Replacing the air conditioning(A/C) system pressure sensor

- Ignition off
- Disconnect the connector for the air conditioning (A/C) pressure sensor.
Check the connector for the air conditioning (A/C) pressure sensor. Check for contact resistance and oxidation according to Checking wiring and
terminals. Permanent faults.
Remedy as necessary
Yes - See: Diagnostic Trouble Code Tests and Associated Procedures/Manufacturer Code Charts/Engine Control System/ECM-6B/Signal
No - See: Diagnostic Trouble Code Tests and Associated Procedures/Manufacturer Code Charts/Engine Control System/ECM-6B/Signal

- Air conditioning (A/C) pressure sensor connector disconnected

- Ignition on.
Connect a voltmeter between connector terminal 2 for the air conditioning (A/C) pressure sensor (control module side) and ground.
Ok - See: Diagnostic Trouble Code Tests and Associated Procedures/Manufacturer Code Charts/Engine Control System/ECM-6B/Signal
Too High - Permanent Fault/Checking the Ground Lead - I
Not Ok - See: Diagnostic Trouble Code Tests and Associated Procedures/Manufacturer Code Charts/Engine Control System/ECM-6B/Signal

Connect an ohmmeter between connector terminal 1 for the air conditioning (A/C) pressure sensor and the ground terminal.
Too High - Permanent Fault/Defective Air Conditioning (A/C) Pressure Sensor
Too High - Permanent Fault/Checking the Ground Lead - II
Defective Air Conditioning (A/C) Pressure Sensor

Try a new air conditioning (A/C) pressure sensor according to Replacing the air conditioning (A/C) system pressure sensor.
System/ECM-6B/Signal Too High - Permanent Fault/Verification

Check the cable between connector terminal 1 for the air conditioning (A/C) pressure sensor (control module side) and engine control module
(ECM) terminal #77. Check for an open-circuit according to Checking wiring and terminals. Permanent faults.
(ECM) terminal #14. Check for a short-circuit to supply voltage according to Checking wiring and terminals. Permanent faults
Verification
Verification

- Ignition on.
Read off the parameter for the pressure in the air conditioning (A/C) system.

Checking The Wiring
Check the engine control module (ECM) and air conditioning (A/C) pressure sensor connectors. Check for contact resistance and oxidation
Check in particular for damage or loose terminal pins. Check the signal cable between engine control module (ECM) terminal #14 and air
conditioning (A/C) pressure sensor terminal 2. Check for an intermittent short-circuit to ground according to Checking wiring and terminals.
Intermittent faults.
Check the power supply cable between engine control module (ECM) terminal #74 and air conditioning (A/C) pressure sensor terminal 3. Check
for an intermittent open-circuit according to Checking wiring and terminals. Intermittent faults.
Hint: The diagnostic trouble code (DTC) may be caused by low temperatures despite there being no faults.
Other information:
ECM (EMS 2000)
- To replace the air conditioning (A/C) pressure sensor, See Replacing the air conditioning (A/C) system pressure sensor.

- Ignition off
- Disconnect the connector for the air conditioning (A/C) pressure sensor.
Check the connector for the air conditioning (A/C) pressure sensor for contact resistance and oxidation according to Checking wiring and
Yes - See: Diagnostic Trouble Code Tests and Associated Procedures/Manufacturer Code Charts/Engine Control System/ECM-6B/Signal
No - See: Diagnostic Trouble Code Tests and Associated Procedures/Manufacturer Code Charts/Engine Control System/ECM-6B/Signal

- Air conditioning (A/C) pressure sensor connector disconnected.
Connect an ohmmeter between connector terminal 2 for the air conditioning (A/C) pressure sensor (control module side) and the ground terminal.
The ohmmeter should read 300 - 400 k[ohm].
Too Low - Permanent Fault/Checking the Ground Lead

Connect an ohmmeter between connector terminal 1 for the air conditioning (A/C) pressure sensor and the ground terminal.
Too Low - Permanent Fault/Defective Air Conditioning (A/C) Pressure Sensor

Try a new air conditioning (A/C) pressure sensor according to Replacing the air conditioning (A/C) system pressure sensor.

(ECM) terminal 74 for an open-circuit according to Checking wiring and terminals. Permanent faults.
(ECM) terminal 14 for a short-circuit to ground according to Checking wiring and terminals. Permanent faults.
Verification
Verification

- Connect VCT2000
- Ignition on.
Read off the A/C PRESS parameter.

Condition
Diagnostic trouble code (DTC) ECM-6F is stored if the engine speed (RPM) exceeds 2000 rpm, the load signal is above 800 mg/str and the
vehicle speed signal is missing for more than 10 seconds.
Condition
- The maximum engine speed (RPM) is limited
- No idle air trim adaptation.
Possible source
Faulty signal:
Condition
- The speedometer does not work
- Poor performance
- Too high idling speed
- Too low idling speed.

Checking Cables
Check the signal cable between the engine control module (ECM) #52 and ABS control module terminal 25 for an intermittent open-circuit and
remedy according to Checking wiring and terminals. Intermittent faults and for an intermittent short-circuit to ground according to Checking
wiring and terminals. Intermittent faults
Other information
ECM (EMS 2000)
Checking ABS Diagnostic Trouble Codes (DTCS)
Checking ABS Diagnostic Trouble Codes (DTCs)
Read off the diagnostic trouble codes (DTCs) in the ABS control module for a missing signal from the left front wheel.
Was a diagnostic trouble code (DTC) found?
Yes - See: Diagnostic Trouble Code Tests and Associated Procedures/Manufacturer Code Charts/Engine Control System/ECM-6F/Faulty
Signal - Permanent Fault/ABS Diagnostic Trouble Codes (DTCS)
No - See: Diagnostic Trouble Code Tests and Associated Procedures/Manufacturer Code Charts/Engine Control System/ECM-6F/Faulty
Signal - Permanent Fault/Checking Vehicle Speed Signal
ABS Diagnostic Trouble Codes (DTCS)

ABS Diagnostic Trouble Codes (DTCs)
Remedy the fault according to Brakes S40/V40.
The parameter should display battery voltage.
System/ECM-6F/Faulty Signal - Permanent Fault/Verification
Checking Vehicle Speed Signal
Checking Vehicle Speed Signal
- Ignition on.
Raise the front wheels and check the vehicle speed signal at the engine control module (ECM) terminal #52.
Other information
ECM (EMS 2000)
The value should oscillate between approximately 0 volts and just on battery voltage when the left front wheel is spun.
Ok - See: Diagnostic Trouble Code Tests and Associated Procedures/Manufacturer Code Charts/Engine Control System/ECM-6F/Faulty
Signal - Permanent Fault/Checking Terminals
Not Ok - See: Diagnostic Trouble Code Tests and Associated Procedures/Manufacturer Code Charts/Engine Control System/ECM-6F/Faulty
Signal - Permanent Fault/Checking Wiring and Terminals
Checking Terminals
Checking Terminals
Check the ABS control module and engine control module (ECM) connectors for contact resistance and oxidation according to Checking wiring
Remedy as necessary
After performing the procedure, See: Diagnostic Trouble Code Tests and Associated Procedures/Manufacturer Code Charts/Engine Control
Check the cable between engine control module (ECM) terminal 52 and ABS control module terminal #25 for an open-circuit according to
Checking wiring and terminals. Permanent faults. Check for a short-circuit to ground according to Checking wiring and terminals.
Permanent faults. Check for a short-circuit to supply voltage according to Checking wiring and terminals. Permanent faults.
Verification
Verification
- Raise the car so that the drive wheels are clear of the ground. Ensure that the car is secure.
- Activate reading off the vehicle speed: Click on the VCT2000 symbol.
- Shift gear selector to position D so that the drive wheels begin to rotate
Depress the accelerator pedal (AP) and check that the speed is updated.
NOTE: Ensure that the wheels are not rotating when the gear selector is moved.
NOTE: Diagnostic trouble codes (DTCs) may be stored in the ABS system when the rear wheels are stationary and the front wheels rotate.

Condition
Diagnostic trouble code (DTC) ECM-70 is stored if the control module registers that the throttle position sensor signal cable between the engine
control module (ECM) and the DSA control module has a short-circuit to ground / voltage or if there is an open-circuit in the circuit.
Condition
DSA function disabled.
Possible source
Signal too high:

Signal too low:

Signal missing:
Condition
- DSA-lamp lights
- No DSA function.

- Ignition off
- Check the DSA control module and engine control module (ECM) connectors for loose connections according to Checking wiring and
terminals. Intermittent faults and contact resistance and oxidation according to Checking wiring and terminals. Intermittent faults
- Check the signal cable between engine control module (ECM) terminal 36 and DSA control module terminal 5 for an intermittent
Other information
- To connect the engine control module (ECM) breakout box, See: Reading and Clearing Diagnostic Trouble Codes/Scan Tool
- For connecting the DSA control module breakout box See: Reading and Clearing Diagnostic Trouble Codes/Scan Tool
Connecting/Connecting the Breakout Box (DSA)

- Ignition off
- Check the DSA control module and engine control module (ECM) connectors for contact resistance and oxidation according to Checking
wiring and terminals. Permanent faults
- Check the signal cable between engine control module (ECM) terminal 36 and DSA control module terminal 5 for an open-circuit according
to Checking wiring and terminals. Permanent faults
Other information
- For connecting DSA control module breakout box, See: Reading and Clearing Diagnostic Trouble Codes/Scan Tool Connecting/Connecting
the Breakout Box (DSA)
Verification
Verification

- Start the engine

- Ignition off
- Check the DSA control module and engine control module (ECM) connectors for loose connections according to Checking wiring and
terminals. Intermittent faults and contact resistance and oxidation according to Checking wiring and terminals. Intermittent faults.
- Check the signal cable between engine control module (ECM) terminal 36 and DSA control module terminal 5 for an intermittent
short-circuit to supply voltage according to Checking wiring and terminals. Intermittent faults
Other information
Checking the Wiring

Checking The Wiring
- Ignition off
- Check the signal cable between engine control module (ECM) terminal 36 and DSA control module terminal 5 for a short-circuit to supply
voltage according to Checking wiring and terminals. Permanent faults
Other information:
Verification
Verification

- Start the engine
No - Test Complete

- Ignition off
- Check the connectors on the engine control module (ECM) and DSA control module. Check for loose connections according to Checking
wiring and terminals. Intermittent faults. Check for contact resistance and oxidation according to Checking wiring and terminals.
Intermittent faults
- Check the signal cable between engine control module (ECM) terminal #36 and DSA control module terminal #5. Check for an intermittent
short-circuit to ground according to Checking wiring and terminals. Intermittent faults
Other information
- To connect the engine control module (ECM) breakout box See: Reading and Clearing Diagnostic Trouble Codes/Scan Tool
- To connect the DSA control module breakout box, See: Reading and Clearing Diagnostic Trouble Codes/Scan Tool Connecting/Connecting
Checking the Wiring
Checking The Wiring
- Ignition off
- Check the connectors on DSA control module terminal 5 and Control module terminal 36 for contact resistance and oxidation according to
- Check the signal cable between engine control module (ECM) terminal 36 and DSA control module terminal 5 for a short-circuit to ground
according to Checking wiring and terminals. Permanent faults
Other information:
Verification
Verification
- Reinstall the components, reconnect the connectors etc. Start the engine

Condition
Diagnostic trouble code (DTC) ECM-73 is stored if the control module detects that the signal from the throttle position (TP) sensor is too high or
too low.
Condition
- Limited DSA function
- The mass air flow (MAF) sensor signal is used to determine the throttle angle.
Possible source
Signal too high:

- Defective throttle position (TP) sensor.
Signal too low:

- Open-circuit in the power cable
Condition
- Transmission slap when applying / lifting off the throttle
- Poor performance
- Deteriorated DSA function
- The DSA warning lamp lights
- Idle speed too high
- Idle speed too low.

- Ignition off
- Check the throttle position (TP) sensor connector. Check for intermittent contact resistance and oxidation according to Checking wiring and
terminals. Intermittent faults. Check for loose connections according to Checking wiring and terminals. Intermittent faults. In
particular, check for any damage
- Check the cable between throttle position (TP) sensor terminal #C and control module terminal #43. Check the cable between throttle
position (TP) sensor terminal #B and control module terminal #78. Check for an intermittent short-circuit to supply voltage according to
Checking wiring and terminals. Intermittent faults. Check the cable between throttle position (TP) sensor terminal #A and control module
terminal #77. Check for an intermittent open-circuit according to Checking wiring and terminals. Intermittent faults
Other information:
ECM (EMS 2000)
- To check and replace the throttle position (TP) sensor, See Replacing throttle position (TP) sensor.

- Ignition off
- Check the throttle position (TP) sensor connector for contact resistance and oxidation according to Checking wiring and terminals.
Permanent faults. Check for damage carefully.
Too High - Permanent Fault/Checking the Cable and Components

- Ignition off.
Check the signal cable between throttle position sensor terminal C and control module terminal 43. Check the power supply cable between throttle
position sensor terminal B and control module terminal 78. Check these cables for a short-circuit to supply voltage according to Checking wiring
Check the ground lead between throttle position (TP) sensor terminal A and terminal 77 for an open-circuit according to Checking wiring and
Check the signal from the throttle position (TP) sensor terminal C to the control module terminal 43.
Replace the throttle position (TP) sensor according to Replacing throttle position (TP) sensor if necessary.
Other information:
ECM (EMS 2000)
Verification
Verification

- Start the engine.
- Ignition off
- Check the throttle position (TP) sensor connector. Check for contact resistance and oxidation according to Checking wiring and terminals.
Intermittent faults. Check for loose connections according to Checking wiring and terminals. Intermittent faults. In particular, check for
any damage
- Check the signal cable between throttle position sensor terminal #C and control module terminal #43. Check the power supply cable between
throttle position sensor terminal #B and control module terminal #78. Check these cables for an intermittent open-circuit according to
Checking wiring and terminals. Intermittent faults. Check for an intermittent short-circuit to ground according to Checking wiring and
terminals. Intermittent faults.
Hint: The throttle position (TP) sensor receives 5 V from control module terminal #78.
Other information:
ECM (EMS 2000)
- To check and replace the throttle position (TP) sensor, See Replacing throttle position (TP) sensor.

- Ignition off
- Check the throttle position (TP) sensor connector for contact resistance and oxidation according to Checking wiring and terminals.
Permanent faults.
Too Low - Permanent Fault/Checking the Cable and Components

- Ignition off.
Check the signal cable between throttle position sensor terminal C and control module terminal 43. Check the power supply cable between throttle
position sensor terminal B and control module terminal 77. Check these cables for an open-circuit according to Checking wiring and terminals.
Permanent faults.
Check signal cable terminal C on the throttle position (TP) sensor for a short-circuit to ground according to Checking wiring and terminals.
Permanent faults.
Hint: The throttle position (TP) sensor receives 5 V from engine control module terminal 78.
Check the signal from the throttle position (TP) sensor terminal C to control module terminal 43.
Replace the throttle position (TP) sensor according to Replacing throttle position (TP) sensor if necessary.
Other information:
ECM (EMS 2000)
Verification
Verification

- Start the engine

Condition
Diagnostic trouble code (DTC) ECM-74 is stored if the control module detects that the signal from the throttle position (TP) sensor is too low at
high load and high engine speed (RPM).
Condition
The fuel injection system diagnostics are disabled.
Possible source
Condition
- Transmission slap when applying/lifting off the throttle
- Limited DSA function.

- Ignition off
- Check the throttle position (TP) sensor and engine control module (ECM) terminals visually according to Checking wiring and terminals.
Intermittent faults and for intermittent contact resistance and oxidation according to Checking wiring and terminals. Intermittent faults
Other information:
ECM (EMS 2000)
- To check / replace the throttle position (TP) sensor, See Replacing throttle position (TP) sensor.

- Ignition off
- Check the throttle position (TP) sensor and engine Control module (ECM) connectors for contact resistance and oxidation according to
Checking wiring and terminals. Permanent faults.
Other information
ECM (EMS 2000)
System/ECM-74/Faulty Signal - Permanent Fault/Checking Signal
Checking Signal
Checking Signal
- Reinstall the components, reconnect the connectors etc. Start the engine.
- Rev the engine above 4500 rpm twice
Yes - Test Complete
Signal - Permanent Fault/Replacing the Component

- Try a new throttle position (TP) sensor according to Replacing throttle position (TP) sensor.
Verification
Verification

- Start the engine
Diagnostic Trouble Code (DTC) In Tcm

Diagnostic Trouble Code (DTC) In Automatic Transmission Control Module (TCM)
Check
Read off diagnostic trouble codes (DTCs) in the automatic transmission control module (TCM) and fault-trace according to the relevant diagnostic
trouble code (DTC), See Automatic transmission AW50-42 S40/V40.

Condition
This diagnostic trouble code (DTC) only indicates whether there are one or more emission related diagnostic trouble codes (DTCs) stored in the
automatic transmission control module (TCM).
Condition
Turbocharger (TC) control disabled.
Possible source
- One or more diagnostic trouble codes (DTCs) stored in automatic transmission control module (TCM).
Condition

Condition
If the engine control module (ECM) does not receive a signal from the engine speed (RPM) sensor (signal missing), or if the control module counts
more than two teeth too many or too few on the flywheel during one revolution (faulty signal): The control module interprets it as a fault and
diagnostic trouble code (DTC) ECM-78 is stored.
Condition
- No camshaft diagnostics
- No camshaft control
- Ignition retardation
- No boost pressure diagnostics
- No heated oxygen sensor (HO2S) diagnostics.
Possible source
Signal missing:

- Faulty engine speed (RPM) sensor.
Faulty signal:
- Loose connections
- Damaged flywheel
- Faulty engine speed (RPM) sensor.
Condition

Checking Wiring
Check the engine Control module (ECM) and engine speed (RPM) sensor connectors. Check for contact resistance and oxidation according to
Checking wiring and terminals. Intermittent faults.

Check the signal cables between engine control module (ECM) terminals #54 and #24 and engine speed (RPM) sensor terminals #2 and #1. Check
for an intermittent short-circuit to supply voltage according to Checking wiring and terminals. Intermittent faults. Check for an intermittent
short-circuit to ground according to Checking wiring and terminals. Intermittent faults. Check for an intermittent open-circuit according to
Checking wiring and terminals. Intermittent faults. Check for a short-circuit to each other.
If no faults are found in the above fault-tracing, try a new engine speed (RPM) sensor. See Replacing engine speed (RPM) sensor.
Other information
ECM (EMS 2000)

Check the engine speed (RPM) sensor and engine control module (ECM) connectors for contact resistance and oxidation according to Checking

Start the engine. Allow the engine to run at idle speed for 30 seconds.
Ignition off for 30 seconds.
NOTE: If the engine cooling fan (FC) is running, the ignition must be off for 30 seconds after the engine cooling fan (FC) has stopped.
Signal - Permanent Fault/Checking the Wiring and Components
Checking the Wiring and Components

Checking The Wiring And Components
Check the engine speed (RPM) sensor resistance. The resistance must be between 250 - 350 [ohm].
Check the signal cables between engine control module (ECM) terminals 24 and 54 and engine speed (RPM) sensor terminals 1 and 2. Check for a
short-circuit to ground and voltage, short-circuit to each other and for an open-circuit.
Hint: With the ignition on, the voltage between the engine speed (RPM) sensor connector terminals 1 and 2 should be approximately 1.8 V with
the reading taken at the ground terminal.
Other information
ECM (EMS 2000)
Was a fault found in the above fault-tracing?
Signal - Permanent Fault/Defective Engine Speed (RPM) Sensor
Defective Engine Speed (RPM) Sensor

Try a new engine speed (RPM) sensor according to Replacing engine speed (RPM) sensor.
Verification
Verification
Checking Wiring
Check the flywheel and carrier plate for damage. Check the signal cables between engine control module (ECM) terminals #24 and #54 and engine
speed (RPM) sensor terminals #1 and #2. Check for an intermittent short-circuit to Supply voltage according to Checking wiring and terminals.
Intermittent faults. Check for an intermittent short-circuit to ground according to Checking wiring and terminals. Intermittent faults. Check
for an intermittent short-circuit to each other or for an intermittent open-circuit according to Checking wiring and terminals. Intermittent faults.
Other information
ECM (EMS 2000)
- To replace the engine speed (RPM) sensor, See Replacing engine speed (RPM) sensor.

Check the engine speed (RPM) sensor and engine control module (ECM) connectors for contact resistance and oxidation according to Checking
Check in particular for damage or loose terminal pins. Reconnect the connectors.
Missing - Permanent Fault/Checking the Wiring and Components
Checking the Wiring and Components

Checking The Wiring And Components
Check the engine speed (RPM) sensor resistance. The resistance must be between 250 - 350 [ohm].
Check the signal cables between engine control module (ECM) terminals #24 and #54 and engine speed (RPM) sensor terminals #1 and #2. Check
for a short-circuit to ground or supply voltage, for a short-circuit to each other or an open-circuit according to Checking wiring and terminals.
Permanent faults.
Other information
ECM (EMS 2000)
Was a fault found in the above fault-tracing?
Missing - Permanent Fault/Defective Engine Speed (RPM) Sensor

Try a new engine speed (RPM) sensor according to Replacing engine speed (RPM) sensor.
Verification
Verification
- Start the engine. Allow the engine to run at idle speed for 30 seconds
Condition
Diagnostic trouble code (DTC) ECM-7D is stored if the control signal cable to the air conditioning (A/C) relay has a short-circuit to ground,
short-circuit to supply voltage or an open-circuit.
Condition
None.
Possible source
Signal too high:

- Faulty air conditioning (A/C) relay.
Signal too low:

- Faulty air conditioning (A/C) relay.
Condition
- The air conditioning (A/C) compressor does not function.
- Air conditioning (A/C) compressor operates constantly.
Intermittent Fault - Signal Too Low - Checking Wiring

Checking Wiring
Check that the resistance between the air conditioning (A/C) relay terminals 1 and 2 is approximately 105 [ohm] at +20°C.
Check the signal cable between the Engine Control Module (ECM) terminal #68 and air conditioning (A/C) relay terminal 2 for an intermittent
short-circuit to ground and remedy according to Checking wiring and terminals - Intermittent faults.
Other Information
ECM (EMS 2000)
Intermittent Fault Signal Too High Checking Components & Wiring

Check that the resistance between the air conditioning (A/C) relay terminals 1 and 2 is approximately 105 [ohm] at +20°C.
Check the signal cable between the Engine Control Module (ECM) terminal #68 and air conditioning (A/C) relay terminal 2 for an intermittent
short-circuit to supply voltage and remedy according to Checking wiring and terminals - Intermittent faults
Other information
ECM (EMS 2000)
Checking Air Conditioning (A/C) Relay

- Ignition off
- Disconnect air conditioning (A/C) relay 2/10.
Connect an ohmmeter between the air conditioning (A/C) relay terminals 1 and 2 (relay side).
The ohmmeter should read approximately 105 [ohm] at +20°C
Ok - See: Diagnostic Trouble Code Tests and Associated Procedures/Manufacturer Code Charts/Engine Control
System/ECM-7D/Permanent Fault - Signal Too High/Checking the Signal Cable
Not Ok - See: Diagnostic Trouble Code Tests and Associated Procedures/Manufacturer Code Charts/Engine Control
System/ECM-7D/Permanent Fault - Signal Too High/Defective Air Conditioning (A/C) Relay

- Ignition on.
Check the cable between the engine cooling fan (FC) relay base terminal 2 and the engine control module (ECM) connector terminal 68 for a
short-circuit to supply voltage according to Checking wiring and terminals. Permanent faults.
System/ECM-7D/Permanent Fault - Signal Too High/Verification
Defective Air Conditioning (A/C) Relay

Try a new air conditioning (A/C) relay.
System/ECM-7D/Permanent Fault - Signal Too High/Verification
Verification
Verification

- Connect VCT2000
- Ignition on.
Activate the air conditioning (A/C) relay by clicking the VCT2000 symbol.

- Ignition off
- Disconnect air conditioning (A/C) relay 2/10
- Ignition on.
Connect a voltmeter between air conditioning (A/C) relay base terminal #1 and ground.
The voltmeter should read battery voltage.
OK - See: Diagnostic Trouble Code Tests and Associated Procedures/Manufacturer Code Charts/Engine Control
System/ECM-7D/Permanent Fault - Signal Too Low/Checking the Signal Cable - I
Not OK - See: Diagnostic Trouble Code Tests and Associated Procedures/Manufacturer Code Charts/Engine Control
System/ECM-7D/Permanent Fault - Signal Too Low/Checking the Signal Cable - IV

- Ignition off.
Connect an ohmmeter between air conditioning (A/C) relay base terminal #2 and ground.
The ohmmeter should read infinite resistance.
System/ECM-7D/Permanent Fault - Signal Too Low/Checking Air Conditioning (A/C) Relay
System/ECM-7D/Permanent Fault - Signal Too Low/Checking the Signal Cable - III

Connect an ohmmeter between the air conditioning (A/C) relay terminals #1 and #2 (relay side).
System/ECM-7D/Permanent Fault - Signal Too Low/Checking the Signal Cable - II
System/ECM-7D/Permanent Fault - Signal Too Low/Defective Air Conditioning (A/C) Relay

- Ignition off.
Check the cable between air conditioning (A/C) system relay base terminal #2 and the Engine Control Module (ECM) connector terminal #68 for
an open-circuit according to Checking wiring and terminals - Permanent faults.
System/ECM-7D/Permanent Fault - Signal Too Low/Verification

Try A New Air Conditioning (a/c) Relay.
Checking the Signal Cable - III
Check the cable between air conditioning (A/C) system relay base terminal #2 and the Engine Control Module (ECM) connector terminal #68 for a
short-circuit to ground according to Checking wiring and terminals - Permanent faults.
Checking the Signal Cable - IV

Check the cable between air conditioning (A/C) system relay base terminal #2 and the Engine Control Module (ECM) connector terminal #68 for a
Verification
Verification

- Connect VCT 2000
- Ignition on
Activate the air conditioning (A/C) using the VCT 2000 according to See: Scan Tool Testing and Procedures/Description of Activation
Condition
Diagnostic trouble code (DTC) ECM-7F is stored if the malfunction indicator lamp (MIL) circuit is short-circuited to ground / voltage or if there is
an open-circuit in the circuit the control module has interpreted as a fault.
Condition
None.
Possible source
Signal too high:

Signal too low:

Signal missing:
- Damaged MIL lamp.
Condition
- None.
Intermittent Fault - Signal Missing - Checking Wiring

Checking Wiring
Check the signal cable between Engine Control Module (ECM) terminal 34 and combined instrument panel terminal B23 for an intermittent
open-circuit and remedy according to Checking wiring and terminals - Intermittent faults.
If no fault can be found in the above fault-tracing try a new malfunction indicator lamp (MIL).
If that does not help, try a new combined instrument panel.
Other Information
ECM (EMS 2000)
- To replace the malfunction indicator lamp (MIL), see Replacing bulbs in the combined instrument panel
Intermittent Fault - Signal Too High - Checking Wiring

Checking Wiring
Check the signal cable between Engine Control Module (ECM) terminal #34 and combined instrument panel terminal B23. Check for an
intermittent short-circuit to Supply voltage according to Checking wiring and terminals - Intermittent faults.
Intermittent Fault - Signal Too Low - Checking Wiring

Checking Wiring
Check the signal cable between Engine Control Module (ECM) terminal #34 and combined instrument panel terminal B23. Check for an
intermittent short-circuit to ground according to Checking wiring and terminals - Intermittent faults.

- Ignition off
- Disconnect the combined instrument panel connector
- Ignition on.
Connect a voltmeter between the combined instrument panel connector terminal B23 (Engine Control Module (ECM) side) and ground.
System/ECM-7F/Permanent Fault - Signal Missing/Checking the Malfunction Indicator Lamp (MIL)
System/ECM-7F/Permanent Fault - Signal Missing/Checking Wiring and Terminals
Checking the Malfunction Indicator Lamp (MIL)

Checking The Malfunction Indicator Lamp (MIL)
- Ignition on.
Connect a voltmeter between the combined instrument panel terminal B23 and ground.
System/ECM-7F/Permanent Fault - Signal Missing/Loose Connections
System/ECM-7F/Permanent Fault - Signal Missing/Defective Malfunction Indicator Lamp (MIL)
Loose Connections
Loose Connections
The cause of the diagnostic trouble code (DTC) has been loose connections in the combined instrument panel and/or control module connectors.
System/ECM-7F/Permanent Fault - Signal Missing/Verification
Defective Malfunction Indicator Lamp (MIL)

Replace the malfunction indicator lamp (MIL) according to Replacing bulbs in the combined instrument panel.

Check the cable between Engine Control Module (ECM) terminal 34 and combined instrument panel connector terminal B23 for an open-circuit
according to Checking wiring and terminals Permanent faults.
Verification
Verification
- Ignition off
- Connect VCT 2000
- Ignition on.
Activate the malfunction indicator lamp (MIL) according to See: Scan Tool Testing and Procedures/Description of Activation
- Ignition off
- Disconnect the combined instrument panel connector.
- Ignition on.
Connect a voltmeter between the combined instrument panel connector terminal #B23 (control module side) and ground.
System/ECM-7F/Permanent Fault - Signal Too High/Checking the Malfunction Indicator Lamp (MIL)
System/ECM-7F/Permanent Fault - Signal Too High/Checking the Signal Cable - II
Checking the Malfunction Indicator Lamp (MIL)

Checking The Malfunction Indicator Lamp (MIL)
- Disconnect the malfunction indicator lamp (MIL) from the combined instrument panel according to Replacing bug bulbs in the combined
instrument panel.
Take an Ohm reading from the malfunction indicator lamp (MIL).
The ohmmeter should read 10-15 [ohm].
System/ECM-7F/Permanent Fault - Signal Too High/Defective Combined Instrument Panel
System/ECM-7F/Permanent Fault - Signal Too High/Defective Malfunction Indicator Lamp (MIL)
Defective Combined Instrument Panel

Defective Combined Instrument Panel
Try a new combined instrument panel according to Combined instrument panel installing/removing, replacing components.
System/ECM-7F/Permanent Fault - Signal Too High/Verification

Replace the malfunction indicator lamp (MIL) according to Replacing bulbs in the combined instrument panel.

Check the cable between Engine Control Module (ECM) terminal #34 and the combined instrument panel connector terminal #B23 Check for a
short-circuit to supply voltage according to Checking wiring and terminals - Permanent faults.
Verification
Verification
- Ignition off
- Connect.2VCT2000
- Ignition on.
Activate the malfunction indicator lamp (MIL).

- Ignition off.
Check the cable between combined instrument panel connector terminal B23 (control module side) and Engine Control Module (ECM) terminal 34
for a short-circuit to ground according to Checking wiring and terminals - Permanent faults.
System/ECM-7F/Permanent Fault - Signal Too Low/Verification
Verification
Verification
- Ignition off
- Connect VCT 2000
- Ignition on.
Activate the malfunction indicator lamp (MIL) using VCT 2000 according to See: Scan Tool Testing and Procedures/Description of Activation
Checking the Engine Cooling Fan (FC) Relay

Checking The Engine Cooling Fan (FC) Relay
- Ignition off
- Disconnect air conditioning (A/C) condenser fan relay 2/13.
Connect an ohmmeter between the air conditioning (A/C) condenser fan relay terminals #1 and #2 (relay side).
Other Information
- To access or replace the relay or fuse, see the inside of the cover on the engine compartment relay/fusebox or the Service Manual, wiring
diagram section, 3 (39).
Too High - Permanent Fault/Defective Air Conditioning (A/C) Condenser Fan Relay

- Ignition on.
Check the cable between air conditioning (A/C) condenser fan relay base terminal #2 and Engine Control Module (ECM) connector terminal #69.
Check for a short-circuit to supply voltage according to Checking wiring and terminals - Permanent faults.
Defective Air Conditioning (A/C) Condenser Fan Relay

Try a new air conditioning (A/C) condenser fan relay.
Verification
Verification

- Connect VCT2000
- Ignition on.
Activate the air conditioning (A/C) condenser fan using VCT2000 according to See: Scan Tool Testing and Procedures/Description of Activation
Signal Too High Intermittent Fault Checking Components & Wiring
Check that the resistance between relay terminals 1 and 2 is approximately 75 [ohm] at +20°C.
Check the signal cable between Engine Control Module (ECM) terminal 38 (half speed), terminal 8 (full speed), terminal 69 (air conditioning (A/C)
cooling fan) and relay terminal 2 for an intermittent short-circuit to supply voltage and remedy according to Checking wiring and terminals -
Other Information
ECM (EMS 2000)
Signal Too Low - Intermittent Fault - Checking Wiring

Checking Wiring
Check that the resistance between relay terminals #1 and #2 is approximately 75-105 [ohm] at +20°C.
Check the signal cable between Engine Control Module (ECM) terminal #38 (half speed), terminal #8 (full speed) and terminal #69 (air
conditioning (A/C) cooling fan) and relay terminal #2. Check for an intermittent short-circuit to ground according to Checking wiring and
terminals - Intermittent faults. Check for an intermittent open-circuit according Checking wiring and terminals - Intermittent faults.
Other Information
ECM (EMS 2000)
Checking the Fuse

Checking The Fuse
- Ignition off.
Check that fuse 9 in the integrated relay / fusebox in the engine compartment is intact.
Replace if necessary.
Too Low - Permanent Fault/Checking the Power Supply - I
Checking the Power Supply - I

- Ignition off
- Disconnect air conditioning (A/C) condenser fan relay 2/13
- Ignition on.
Connect a voltmeter between air conditioning (A/C) condenser fan relay base terminal #1 and ground.
OKSee: Diagnostic Trouble Code Tests and Associated Procedures/Manufacturer Code Charts/Engine Control System/ECM-82/Signal Too Low -
Permanent Fault/Checking the Signal Cable - I
Not OKSee: Diagnostic Trouble Code Tests and Associated Procedures/Manufacturer Code Charts/Engine Control System/ECM-82/Signal Too
Low - Permanent Fault/Checking the Power Supply - II

- Ignition off.
Connect an ohmmeter between air conditioning (A/C) condenser fan relay base terminal #2 and ground.
Too Low - Permanent Fault/Checking the Air Conditioning (A/C) Condenser Fan Relay
Too Low - Permanent Fault/Checking the Signal Cable - III
Checking the Air Conditioning (A/C) Condenser Fan Relay

Checking The Air Conditioning (A/C) Condenser Fan Relay
Connect an ohmmeter between the air conditioning (A/C) condenser fan relay terminals #1 and #2 (relay side).
Too Low - Permanent Fault/Defective Air Conditioning (A/C) Condenser Fan Relay

- Ignition off.
Check the cable between air conditioning (A/C) condenser fan relay base terminal #2 and Engine Control Module (ECM) connector terminal #69
for an open-circuit according to Checking wiring and terminals - Permanent faults.


Check the cable between air conditioning (A/C) condenser fan relay base terminal #2 and the Engine Control Module (ECM) connector terminal
#69 for a short-circuit to ground according Checking wiring and terminals - Permanent faults.
Checking the Power Supply - II

- Ignition on.
Check the cable between air conditioning (A/C) condenser fan relay base terminal #1 and fuse 9 for an open-circuit according to Checking wiring
and terminals - Permanent faults.
Verification
Verification

- Connect VCT 2000
- Ignition on.
Activate the air conditioning (A/C) condenser fan using VCT 2000 according to See: Scan Tool Testing and Procedures/Description of Activation
Condition
Diagnostic trouble code (DTC) ECM-85 is stored if the signal circuit for the cooling fan low speed control is short- circuited to ground,
short-circuited to supply voltage or there is an open-circuit in the circuit that the control module has interpreted as a fault.
Condition
None.
Possible source
Signal too high:

- Faulty relay.
Signal too low:

- Faulty relay.
Condition
- None.

- Ignition off
- Disconnect engine cooling fan (FC) relay 2/11.
Connect an ohmmeter between engine cooling fan (FC) relay terminals #1 and #2 (relay side).
Other Information
Too High - Permanent Fault/Defective Air Conditioning (A/C) Condenser Fan Relay

- Ignition on.
Check the cable between engine cooling fan (FC) relay base terminal #2 and Engine Control Module (ECM) connector terminal #38. Check for a

Verification
Verification

- Connect VCT20000
- Ignition on.
Activate the engine cooling fan (FC) low-speed using VCT2000 according to See: Scan Tool Testing and Procedures/Description of Activation
conditioning (A/C) cooling fan) and relay terminal #2. Check for an intermittent short-circuit to supply voltage according to Checking wiring and
terminals - Intermittent faults.
Other Information
ECM (EMS 2000)
Signal Too Low - Intermittent Fault - Checking Wiring

Checking Wiring
conditioning (A/C) cooling fan) and relay terminal #2. Check for an intermittent short-circuit to ground according to Checking wiring and
terminals - Intermittent faults. Check for an intermittent open-circuit according to Checking wiring and terminals - Intermittent faults.
Other Information
ECM (EMS 2000)
Checking Engine Cooling Fan (FC) Relay

Checking Engine Cooling Fan (FC) Relay
- Ignition off
Connect an ohmmeter between the engine cooling fan (FC) relay terminals 1 and 2 (relay side).
Too Low - Permanent Fault/Defective Engine Cooling Fan (FC) Relay

- Ignition on.
Check the cable between the engine cooling fan (FC) relay base terminal 2 and the Engine Control Module (ECM) connector terminal 38 for a
Defective Engine Cooling Fan (FC) Relay

Try a new engine cooling fan (FC) relay.
Verification
Verification

- Connect VCT 2000
- Ignition on.
Activate the engine cooling fan (FC) low-speed using VCT 2000 according to See: Scan Tool Testing and Procedures/Description of Activation
Condition
Diagnostic trouble code (DTC) ECM-87 is stored if the control signal circuit for the cooling fan high speed is short- circuited to ground / voltage or
if there is an open-circuit in the circuit that the control module has interpreted as a fault.
Condition
None.
Possible source
Signal too high:

- Faulty relay.
Signal too low:

- Faulty relay.
Condition
- None.

- Ignition off
Connect an ohmmeter between engine cooling fan (FC) relay terminals #1 and #2 (relay side).
Other Information
Too High - Permanent Fault/Defective Engine Cooling Fan (FC) Relay

- Ignition on.
Check the cable between the engine cooling fan (FC) relay base terminal #2 and the Engine Control Module (ECM) connector terminal #8. Check
for a short-circuit to supply voltage according to Checking wiring and terminals - Permanent faults.

Verification
Verification

- Connect VCT2000
- Ignition on.
Activate the engine cooling fan (FC) high-speed using VCT2000 according to See: Scan Tool Testing and Procedures/Description of Activation
Check the signal cable between Engine Control Module (ECM) #38 (half speed), #8 (full speed), #69 (air conditioning (A/C) cooling fan) and relay
terminal 2 for an intermittent short-circuit to supply voltage and remedy according to Checking wiring and terminals - Intermittent faults.
Other Information
ECM (EMS 2000)
Signal Too Low - Intermittent Fault - Checking Cables

Checking Cables
Check the signal cable between Engine Control Module (ECM) #38 (half speed), #8 (full speed), #69 (air conditioning (A/C) cooling fan) and relay
terminal 2 for an intermittent short-circuit to ground and remedy according to Checking wiring and terminals - Intermittent faults and for an
intermittent open-circuit according to Checking wiring and terminals - Intermittent faults.
Other Information
ECM (EMS 2000)
Checking the Fuse

Checking The Fuse
- Ignition off.
Check that fuse 15 in the integrated relay / fusebox in the engine compartment is intact.
Replace if necessary.
Too Low - Permanent Fault/Checking the Power Supply - I
Checking the Power Supply - I

- Ignition off
- Disconnect engine cooling fan (FC) relay 2/15
- Ignition on.
Connect a voltmeter between engine cooling fan (FC) relay base terminal #1 and ground.
Too Low - Permanent Fault/Checking the Power Supply - II

- Ignition off.
Connect a voltmeter between engine cooling fan (FC) relay base terminal #2 and ground.
Too Low - Permanent Fault/Checking the Engine Cooling Fan (FC) Relay
Too Low - Permanent Fault/Checking the Signal Cable - III

Connect an ohmmeter between the engine cooling fan (FC) relay terminals #1 and #2 (relay side).
Too Low - Permanent Fault/Defective Engine Cooling Fan (FC) Relay

- Ignition off.
Check the cable between engine cooling fan (FC) relay terminal #2 and Engine Control Module (ECM) connector terminal #8 for an open-circuit
according to Checking wiring and terminals - Permanent faults.
Test Complete


Check the cable between engine cooling fan (FC) relay base terminal #2 and Engine Control Module (ECM) connector terminal #8. Check for a
Checking the Power Supply - II

- Ignition on.
Check the cable between engine cooling fan (FC) relay base terminal #1 and fuse 15. Check for an open-circuit according to Checking wiring and
terminals - Permanent faults.
Verification
Verification

- Connect VCT 2000
- Ignition on.
Activate the engine cooling fan (FC) high-speed using VCT 2000. See: Scan Tool Testing and Procedures/Description of Activation
Condition
Diagnostic trouble code (DTC) ECM-8A is stored if there is a short-circuit to supply voltage in the Idle Air Control (IAC) valve signal cable or if
there is an open-circuit in the circuit that the control module interprets as a fault.
Condition
Fuel shut-off conditions changed.
Possible source
Signal too high:

Signal too low:

Signal missing:
- Open-circuit in the signal cable:
Condition
- Low idling speed.

- Ignition off
- Idle Air Control (IAC) valve connector disconnected.
Check the Idle Air Control (IAC) valve connector for contact resistance and oxidation according to Checking wiring and terminals - Permanent
faults.
Missing - Permanent Fault/Checking Idle Air Control (IAC) Valve
Checking Idle Air Control (IAC) Valve

- Idle Air Control (IAC) valve connector disconnected.
Connect an ohmmeter between Idle Air Control (IAC) valve connector terminals #1 and #2.
The ohmmeter should read 9-11[ohm].
Missing - Permanent Fault/Checking the Power Supply
Missing - Permanent Fault/Defective Idle Air Control (IAC) Valve

- Ignition on.
Connect a voltmeter between the Idle Air Control (IAC) valve connector terminal #1 (Engine Control Module (ECM) side) and ground.
The voltmeter should read battery voltage for 2 seconds immediately after the ignition is switched on.
Missing - Permanent Fault/Checking the Signal Cable - I
Missing - Permanent Fault/Checking the Signal Cable - II

Check the cable between Idle Air Control (IAC) valve connector terminal #2 and Engine Control Module (ECM) connector terminal #64 for an
open-circuit according to Checking wiring and terminals - Permanent faults.
System/ECM-8A/Signal Missing - Permanent Fault/Verification

Check the cable between Idle Air Control (IAC) valve connector terminal #1 and system relay 2/14 terminal #3 for an open-circuit according to
Checking wiring and terminals - Permanent faults.
Defective Idle Air Control (IAC) Valve

Defective Idle Air Control (IAC) Valve
Try a new Idle Air Control (IAC) valve according to Replacing the Idle Air Control (IAC) valve.
Verification
Verification

- Connect VCT 2000
- Ignition on.
Activate the Idle Air Control (IAC) valve by clicking on the VCT 2000 symbol.
Signal Missing Intermittent Fault Checking Components & Wiring

- Ignition off
- Disconnect Idle Air Control (IAC) valve.
Check that the resistance in the Idle Air Control (IAC) valve between terminals 1 and 2 is approximately 10 [ohm] at +20°C.
Check the signal cable between Engine Control Module (ECM) terminal 64 and Idle Air Control (IAC) valve terminal 2 for an intermittent
open-circuit. Remedy according to Checking wiring and terminals - Intermittent faults.
Check the power supply cable between Idle Air Control (IAC) valve terminal 1 and system relay (2/14) terminal 3 for an intermittent open-circuit
and remedy according to Checking wiring and terminals - Intermittent faults.
Other Information
ECM (EMS 2000)

Check that the Idle Air Control (IAC) valve resistance across terminals 1 and 2 is approximately 10[ohm].
Check the signal cable between Idle Air Control (IAC) valve terminal 2 and Engine Control Module (ECM) terminal 64 for a short-circuit to supply
voltage according to Checking wiring and terminals - Permanent faults.
Other Information:
ECM (EMS 2000)
Verification
Verification

- Connect VCT 2000
- Ignition on.

Check that the resistance between Idle Air Control (IAC) valve terminals 1 and 2 is approximately 10 [ohm] at +20°C.
Check the signal cable between Engine Control Module (ECM) terminal 64 and Idle Air Control (IAC) valve terminal 2 for an intermittent
short-circuit to supply voltage. Remedy according Checking wiring and terminals - Intermittent faults.
Other Information
ECM (EMS 2000)

- Ignition off
- Idle Air Control (IAC) valve disconnected.
Check the cable between Idle Air Control (IAC) valve connector terminal 2 (control module side) and Engine Control Module (ECM) terminal 64
for a short-circuit to ground according Checking wiring and terminals - Permanent faults.
Verification
Verification
- Ignition off
- Connect VCT 2000
- Ignition on.
Signal Too Low Intermittent Fault Checking Components & Wiring

- Ignition off.
Check that the resistance between Idle Air Control (IAC) valve terminals 1 and 2 is approximately 10 [ohm] at +20°C.
Check signal cable between Engine Control Module (ECM) terminal 64 and Idle Air Control (IAC) valve terminal 2 for an intermittent short-circuit
to ground. Remedy according to Checking wiring and terminals - Intermittent faults.
Other Information
ECM (EMS 2000)

Condition
Diagnostic trouble code (DTC) ECM-8D is stored if the idling speed is too high or too low when the throttle position (TP) sensor is in the closed
position.
Condition
- The conditions for fuel shut-off are changed.
Possible source
Signal too low:

- The Idle Air Control (IAC) valve sticks in the closed position
- Blocked hoses
- Contact resistance.
Signal too high:

- The Idle Air Control (IAC) valve sticks in the open position
- Defective throttle position (TP) sensor
- Air leakage in the intake system.
Condition
- Low idling speed
Signal Too High - Intermittent Fault - Checking the Connectors

- Ignition off
- Check the Idle Air Control (IAC) valve and throttle position (TP) sensor connectors for contact resistance and oxidation according to
Checking wiring and terminals - Permanent faults. Check for damage carefully
- Check the throttle body (TB) for play between the throttle spindle and the throttle position (TP) sensor according to Replacing throttle
position (TP) sensor
System
Other Information:
ECM (EMS 2000)
- To replace the Idle Air Control (IAC) valve, see Replacing the Idle Air Control (IAC) valve
- To replace the throttle position (TP) sensor, see Replacing throttle position (TP) sensor.

- Ignition off
- Check the Idle Air Control (IAC) valve and throttle position (TP) sensor connectors. Check for contact resistance and oxidation according to
Checking wiring and terminals - Permanent faults. Check for damage carefully.
System/ECM-8D/Signal Too High - Permanent Fault/Checking Components
Checking Components
Checking Components
- Ignition off
- Reinstall the connectors
- Start the engine.
Click on the VCT2000 symbol to read off the value for the throttle angle.
Open the throttle slightly and check that the throttle angle signal increases with increased throttle angle.
NOTE: In particular, check the signal in the area before closed position. (Close to idling speed).
Other Information:
ECM (EMS 2000)
Is the throttle position (TP) sensor signal correct?
Yes - See: Diagnostic Trouble Code Tests and Associated Procedures/Manufacturer Code Charts/Engine Control System/ECM-8D/Signal
Too High - Permanent Fault/Checking For Air Leakage
No - See: Diagnostic Trouble Code Tests and Associated Procedures/Manufacturer Code Charts/Engine Control System/ECM-8D/Signal
Too High - Permanent Fault/Checking the Component
Checking For Air Leakage

Checking For Air Leakage
System
- Replace the Idle Air Control (IAC) valve if no air leakage is found in the above fault-tracing. See Replacing the Idle Air Control (IAC)
valve.
Checking the Component

Checking The Component
Check the throttle body (TB) for play between the throttle spindle and the throttle position (TP) sensor.
Try a new throttle position (TP) sensor if no fault is found during the above fault-tracing.
Other Information:
- To check and replace the throttle position (TP) sensor, see Replacing throttle position sensor.
Verification
Verification
HINT: After carrying out the repair, check that the fault has been remedied.

- Start the engine and run it to normal operating temperature. Let the engine idle.
- Read off the engine speed (RPM) by clicking the symbol for VCT-2000
- Check that the idling speed is be approximately 750 rpm
Signal Too Low - Intermittent Fault - Checking the Connectors

- Ignition off
- Remove the Idle Air Control (IAC) valve according to Replacing the Idle Air Control (IAC) valve. Check if the hoses and ducts for the
idling system and throttle angle are blocked.
Other Information:
ECM (EMS 2000)
- To replace the Idle Air Control (IAC) valve, see Replacing the Idle Air Control (IAC) valve.

- Ignition off
- Remove the Idle Air Control (IAC) valve according to Replacing the Idle Air Control (IAC) valve. Check if the hoses and ducts for the
idling system and throttle angle are blocked
- Try a new Idle Air Control (IAC) valve if no fault is found during the above fault-tracing.
Other Information:
ECM (EMS 2000)
Verification
Verification

- Start the engine and run it to normal operating temperature. Let the engine idle.
- Read off the engine speed (RPM) by clicking the symbol for VCT-2000
- Check that the idling speed is be approximately 750 rpm

Condition
During anti-spin control, the DSA Control module transmits a signal to the Engine Control Module (ECM) which requests torque limiting.
Diagnostic trouble code (DTC) EFI-91 is stored if: The signal cable for the DSA control module is short-circuited to ground, short-circuited to
Supply voltage or there is an open-circuit in the circuit (signal missing). The signal from the DSA control module exists but is faulty (faulty signal).
There are diagnostic trouble codes (DTCs) in the DSA control module (DTCs in the DSA). The initiating signal from the DSA control module is
missing or is faulty (initiating fault).
Condition
DSA deactivated.
Possible source
Signal missing:
- Faulty DSA.
Faulty signal:
- Loose connections.
- Faulty DSA.
Diagnostic trouble code (DTC) in the DSA:

- Diagnostic trouble code (DTC) in the DSA.
Initiating fault:
- Loose connections.
- Faulty DSA.
Condition
- None.
DTC In the DSA - Intermittent Fault - Checking the DSA System

Checking The DSA System
Read off diagnostic trouble codes (DTCs) in the DSA system.

This is carried out via VIDA communication
DTC In the DSA - Permanent Fault - Checking the DSA System

Checking The DSA System
Read off diagnostic trouble codes (DTCs) in the DSA system.

This is carried out via VIDA communication
Faulty Signal - Intermittent Fault - Checking Wiring

Checking Wiring
Check the DSA control module and Engine Control Module (ECM) connectors for contact resistance and oxidation according to Checking wiring
and Intermittent faults.
Check in particular for damaged or loose terminal pins.
Check the signal cable between the Engine Control Module (ECM) terminal #20 and DSA control module terminal 15 for an intermittent
Checking Wiring
Checking Wiring
Check the Engine Control Module (ECM) and DSA control module connectors. Check for contact resistance and oxidation according to Checking
wiring and terminals - Permanent faults.
Check the signal cable between Engine Control Module (ECM) terminal #20 and DSA control module terminal #15.
Check for an open-circuit according to Checking wiring and terminals - Permanent faults.
Verification
Verification
- Ignition off
- Start the engine.
Initiation Fault - Intermittent Fault - Checking Wiring

Checking Wiring
and terminals - Intermittent faults.
Check the signal cable between the Engine Control Module (ECM) #20 and DSA control module terminal 15 for an intermittent open-circuit and
remedy according to Checking wiring and terminals - Intermittent faults.
Checking Terminals
Checking Terminals
- Ignition off
- Disconnect the Engine Control Module (ECM) and DSA control module connectors.
Check the connectors for contact resistance and oxidation according to Checking wiring and terminals - Permanent faults.
Yes - See: Diagnostic Trouble Code Tests and Associated Procedures/Manufacturer Code Charts/Engine Control System/ECM-91/Initiation
Fault - Permanent Fault/Verification
No - See: Diagnostic Trouble Code Tests and Associated Procedures/Manufacturer Code Charts/Engine Control System/ECM-91/Initiation
Fault - Permanent Fault/Checking the Status of the Diagnostic Trouble Code (DTC)
Checking the Status of the Diagnostic Trouble Code (DTC)

Checking The Status Of The Diagnostic Trouble Code (DTC)
- Ignition off.
- Start and stop the engine a few times.
- Let the engine idle.
Read off diagnostic trouble codes (DTCS).
Is diagnostic trouble code (DTC) DSA-223 still stored?
Fault - Permanent Fault/Checking the DSA Control Module
No - See: Diagnostic Trouble Code Tests and Associated Procedures/Manufacturer Code Charts/Engine Control System/ECM-91/Initiation
Fault - Permanent Fault/Replacing the Component - II
Checking the DSA Control Module

Checking The DSA Control Module
- Ignition off.
- Expose the DSA Control module.
- Disconnect the DSA control module.
- Connect a new DSA control module alongside.
Fault - Permanent Fault/Replacing the Component - I
No - This information to be published by O.E. at a later date.
Replacing the Component - I

The old DSA control module is OK: Reinstall it.
NOTE: It is vital that any diagnostic trouble codes (DTCs) in the Engine Control Module (ECM) and the DSA control module are remedied before
the Engine Control Module (ECM) is replaced.
FENIX 5.1
- Try a new Engine Control Module (ECM) according to Replacing Engine Control Module (ECM).
EMS 2000
- Try a new Engine Control Module (ECM) according to Replacing the Engine Control Module (ECM).
System/ECM-91/Initiation Fault - Permanent Fault/Verification
Replacing the Component - II

The old DSA control is defective.

Install the new DSA control module.
Verification
Verification
- Ignition off.
- Connect VCT 2000.
Signal Missing - Intermittent Fault - Checking Wiring

Checking Wiring
Check the signal cable between the Engine Control Module (ECM) terminal #20 and DSA control module terminal 15 for an intermittent

- Ignition off
- Connect the breakout box
- Ignition on.
Connect a voltmeter between the breakout box terminal #B5 and ground.
HINT:
Other Information
ECM (EMS 2000)
Missing - Permanent Fault/Checking Wiring and Terminals
Missing - Permanent Fault/Checking Wiring and Terminals

Check the cable between Engine Control Module (ECM) terminal #20 and DSA control module terminal # 15. Check for an open-circuit according
to Checking wiring terminals - Permanent faults.
Verification
Verification
- Ignition off
- Start the engine.

Condition
Diagnostic trouble code (DTC) ECM-9A/9B is stored if the Engine Control Module (ECM) has not succeeded in communicating with the
immobilizer within 2 seconds of the ignition being switched on (no communication) or if the control module detects an incorrect VIN code 3 times
(faulty VIN).
HINT: Diagnostic trouble codes (DTCs) are stored in the immobilizer in the event of this fault.
Condition
None.
Possible source
No communication:

- Contact resistance in the Engine Control Module (ECM) and immobilizer control module terminals
- Defective immobilizer control module.
Faulty VIN:
- The VIN code differs between the Engine Control Module (ECM) and the immobilizer.
Condition
- Engine does not start.
Fault-Tracing Information - Information

Information
No fault-tracing has been developed for the diagnostic trouble code (DTC) for this fault. The diagnostic trouble code (DTC) may also be stored in
another system for which there are fault-tracing procedures. Read off diagnostic trouble codes (DTCs) from the affected system. Fault-trace the
system. For further information about this diagnostic trouble code (DTC), select Information, then DTC information.

Condition
Diagnostic trouble code (DTC) ECM-9A/9B is stored if the Engine Control Module (ECM) has not succeeded in communicating with the
immobilizer within 2 seconds of the ignition being switched on (no communication) or if the control module detects an incorrect VIN code 3 times
(faulty VIN).
HINT: Diagnostic trouble codes (DTCs) are stored in the immobilizer in the event of this fault.
Condition
None.
Possible source
No communication:
- Contact resistance in the Engine Control Module (ECM) and immobilizer control module terminals
- Defective immobilizer control module.
Faulty VIN:
- The VIN code differs between the Engine Control Module (ECM) and the immobilizer.
Condition
Faulty VIN - Information

Information
No fault-tracing has been developed for this diagnostic trouble code (DTC). The diagnostic trouble code (DTC) may also be stored in another
system for which there are fault-tracing procedures. Read off diagnostic trouble codes (DTCs) from the affected system. Fault-trace the system. For
further information about this diagnostic trouble code (DTC), select Information, then DTC information.

Condition
Diagnostic trouble code (DTC) ECM-9D is stored if the Engine Control Module (ECM) detects an internal fault.
Condition
Fuel injection is disabled.
Possible source
- Defective Engine Control Module (ECM).
Condition
Internal Fault Intermittent Fault Trouble-Shooting Information

Trouble-shooting Information
The diagnostic trouble code indicates that the control unit has registered an intermittent fault on a previous occasion but that the fault is no longer
there.
Internal Fault - Permanent Fault - Defective Control Module I

Defective Control Module I
Replace the Engine Control Module (ECM) according to Replacing the Engine Control Module (ECM).
Condition
Diagnostic trouble code (DTC) ECM-A0 is stored if the control module detects rapid changes in the Engine Coolant Temperature (ECT).
Condition
- No fuel trim
- No three-way catalytic converter (TWC) diagnostic.
Possible source
- Defective Engine Coolant Temperature (ECT) sensor
Condition
Faulty Signal - Permanent Fault - Checking Wiring & Connectors

- Ignition off
Check the Engine Coolant Temperature (ECT) sensor connector for contact resistance and oxidation according to Checking wiring and terminals
- Permanent faults.
Check the Engine Coolant Temperature (ECT) sensor and Engine Control Module (ECM) terminals visually according to Checking wiring and
Try a new Engine Coolant Temperature (ECT) sensor if no fault is found during the above fault-tracing.
Other Information:
ECM (EMS 2000)
- To replace the Engine Coolant Temperature (ECT) sensor, see Replacing the Engine Coolant Temperature (ECT) sensor.
Faulty Signal Intermittent Fault Checking Wiring & Connectors

- Ignition off.
Check the Engine Coolant Temperature (ECT) sensor and Engine Control Module (ECM) connectors for intermittent contact resistance and
oxidation according to Checking wiring and terminals - Intermittent faults.
Check the Engine Coolant Temperature (ECT) sensor and Engine Control Module (ECM) terminals visually according to Checking wiring and
Other Information:
ECM (EMS 2000)

Condition
Diagnostic trouble code (DTC) ECM-A1 is stored if the control module detects that the correct Engine Coolant Temperature (ECT) is not reached
or that the Engine Coolant Temperature (ECT) rises too slowly.
Condition
None.
Possible source
- Defective thermostat
Condition
- Low Engine Coolant Temperature (ECT)
- The Engine Coolant Temperature (ECT) warning lamp is lit.
Faulty Signal - Intermittent Fault - Checking the Connectors

- Ignition off
- Check the Engine Coolant Temperature (ECT) sensor and Engine Control Module (ECM) connectors for contact resistance and oxidation
according to Checking wiring and terminals - Intermittent faults and loose connections according to Checking wiring and terminals -
Intermittent faults. Check for damage carefully.
Other information:
ECM (EMS 2000)
- To replace the thermostat, See: Component Tests and General Diagnostics/Component Access/Replace Procedures

- Ignition off
according to Checking wiring and terminals - Permanent faults
Other Information
- To access the Engine Control Module (ECM), see Replacing the Engine Control Module (ECM).
Yes - See: Diagnostic Trouble Code Tests and Associated Procedures/Manufacturer Code Charts/Engine Control System/ECM-A1/Faulty
No - See: Diagnostic Trouble Code Tests and Associated Procedures/Manufacturer Code Charts/Engine Control System/ECM-A1/Faulty
Signal - Permanent Fault/Checking Component
Checking Component
Checking Component
- Remove the thermostat and check it according to See: Component Tests and General Diagnostics/Component Access/Replace Procedures
- Replace the thermostat if there is any doubt about its function.
Was a fault found in the thermostat?
Signal - Permanent Fault/Replacing the Engine Coolant Temperature (ECT) Sensor
Replacing the Engine Coolant Temperature (ECT) Sensor

Replacing The Engine Coolant Temperature (ECT) Sensor
- If the function of the thermostat is correct, try a new Engine Coolant Temperature (ECT) sensor according to Replacing the Engine
Coolant Temperature (ECT) sensor.
System/ECM-A1/Faulty Signal - Permanent Fault/Verification
Verification
Verification

- Start the engine.
- Click on the VCT2000 symbol to read off the Engine Coolant Temperature (ECT)
- Check that the Engine Coolant Temperature (ECT) increases normally and that the engine reaches operating temperature

Condition
At a certain time after the engine is started, the control module checks that the Engine Coolant Temperature (ECT) exceeds 35°C. Diagnostic
trouble code (DTC) ECM-A2 is stored if the control module detects that the Engine Coolant Temperature (ECT) is below 35°C.
Condition
None.
Possible source
- Defective thermostat
Condition
- Low Engine Coolant Temperature (ECT)
Faulty Signal - Intermittent Fault - Checking the Connectors

- Ignition off
according to Checking wiring and terminals - Intermittent faults and loose connections according to Checking wiring and terminals -
Intermittent faults. Check for damage carefully.
Other Information:
ECM (EMS 2000)
- To replace the thermostat, See: Component Tests and General Diagnostics/Component Access/Replace Procedures

- Ignition off
according to Checking wiring and terminals - Permanent faults
Other Information
- To access the Engine Control Module (ECM), see Replacing the engine module (ECM).
Signal - Permanent Fault/Checking Component
Checking Component
Checking Component
- Remove the thermostat and check it according to See: Component Tests and General Diagnostics/Component Access/Replace Procedures
- Replace the thermostat if there is any doubt about its function.
Was a fault found in the thermostat?
Signal - Permanent Fault/Replacing the Engine Coolant Temperature (ECT) Sensor
Replacing the Engine Coolant Temperature (ECT) Sensor

Replacing The Engine Coolant Temperature (ECT) Sensor
- If the function of the thermostat is correct, try a new Engine Coolant Temperature (ECT) sensor according to Replacing the Engine
Coolant Temperature (ECT) sensor.
System/ECM-A2/Faulty Signal - Permanent Fault/Verification
Verification
Verification

- Start the engine.
- Click on the VCT2000 symbol to read off the Engine Coolant Temperature (ECT)
- Check that the Engine Coolant Temperature (ECT) increases normally and that the engine reaches operating temperature.

Condition
Diagnostic trouble code (DTC) ECM-A3 is stored if the power cable from the system relay is short-circuited to supply voltage or if there is an
open-circuit in the circuit and the control module has interpreted it as a fault.
Condition
None idle air trim adaptation.
Possible source
Signal too high:

- Faulty system relay.
Signal too low:

- Faulty system relay.
Condition
Checking System Relay

Checking System Relay
- Ignition off
- Remove system relay 2/14 from the integrated relay/fusebox in the engine compartment.
Connect an ohmmeter between system relay terminals 3 and 5.
OK - See: Diagnostic Trouble Code Tests and Associated Procedures/Manufacturer Code Charts/Engine Control System/ECM-A3/Signal
Too High - Permanent Fault/Checking Cables
Not Ok - See: Diagnostic Trouble Code Tests and Associated Procedures/Manufacturer Code Charts/Engine Control System/ECM-A3/Signal
Too High - Permanent Fault/Defective System Relay
Checking Cables
Checking Cables
Check the cable between the system relay block terminal 3 and Engine Control Module (ECM) terminal 66 for a short circuit to supply voltage
System/ECM-A3/Signal Too High - Permanent Fault/Verification
Defective System Relay

Defective System Relay
Try a new system relay.
System/ECM-A3/Signal Too High - Permanent Fault/Verification
Verification
Verification
- Ignition off
- Connect VCT 2000
- Ignition on.
Replace the system relay.

Check that the resistance between system relay terminals 3 and 5 is infinite.
Check the power supply cable between Engine Control Module (ECM) terminal #66 and the system relay base terminal 3 for a short-circuit to
supply voltage and remedy according to Checking wiring and terminals - Intermittent faults.
Check the power supply cable between the system relay terminal 3 and injectors terminal 1, ignition coils terminal 2, idle air control valve terminal
1, turbo charger (TC) control valve terminal 1, mass air flow (MAF) sensor terminal 3 and heated oxygen sensors (HO2S) terminal 1 for an
intermittent short-circuit to supply voltage according to Checking wiring and terminals - Intermittent faults.
Other Information
ECM (EMS 2000)

- Ignition off
- Remove system relay 2/14 from the integrated relay / fusebox in the engine compartment.
Using a voltmeter, measure the voltage between system relay base terminal 5 and ground.
OK - See: Diagnostic Trouble Code Tests and Associated Procedures/Manufacturer Code Charts/Engine Control System/ECM-A3/Signal
Not OK - See: Diagnostic Trouble Code Tests and Associated Procedures/Manufacturer Code Charts/Engine Control System/ECM-A3/Signal

- Bridge the system relay base terminal 3 to 5 with a piece of electrical cable.
- Ignition on.
Read off parameter BATTERY.
The parameter should display battery voltage.
Not OK - See: Diagnostic Trouble Code Tests and Associated Procedures/Manufacturer Code Charts/Engine Control System/ECM-A3/Signal
Too Low - Permanent Fault/Checking Cables
Checking Cables
Checking Cables
Check the cable between fuse no. 13 in the integrated relay / fusebox in the engine compartment and the system relay base terminal 5 for an open
circuit according to Checking wiring and terminals - Permanent faults.
System/ECM-A3/Signal Too Low - Permanent Fault/Verification
Verification
Verification
- Ignition off
- Start the engine.
Read off parameter BATTERY.
Signal Too Low Intermittent Fault Checking Components & Wiring

Check the signal cable between Engine Control Module (ECM) terminal #66 and system relay terminal 3 for an intermittent short-circuit to ground
and remedy according to Checking wiring and terminals - Intermittent faults and for an intermittent open-circuit according to Checking wiring
Other Information
ECM (EMS 2000)

Condition
Diagnostic trouble code (DTC) ECM-AF is stored if the control module detects that the signal from the leak diagnostic pump is too high, too low or
missing.
Condition
- No EVAP diagnostics.
Possible source
Signal too high:

Signal too low:

- Short-circuit to ground in the power cable

Signal missing:
- Open-circuit in the power cable
Condition

Yes - See: Diagnostic Trouble Code Tests and Associated Procedures/Manufacturer Code Charts/Engine Control System/ECM-AF/Signal
Missing - Permanent Fault/Other Diagnostic Trouble Codes (DTCs) - Continued
No - See: Diagnostic Trouble Code Tests and Associated Procedures/Manufacturer Code Charts/Engine Control System/ECM-AF/Signal
Missing - Permanent Fault/Checking Wiring and Connectors
Other Diagnostic Trouble Codes (DTCs) - Continued

Missing - Permanent Fault/Erasing Diagnostic Trouble Code (DTC)
No - Test Complete

- Ignition on
Select "Continue" when the diagnostic trouble codes (DTCs) have been erased.
Continue- See: Diagnostic Trouble Code Tests and Associated Procedures/Manufacturer Code Charts/Engine Control System/ECM-AF/Signal
Missing - Permanent Fault/Checking Wiring and Connectors

- Ignition off.
Check the connector on the leak diagnostic pump. Check for contact resistance and oxidation according to Checking wiring and terminals -
Permanent faults.
Check the signal cable between Engine Control Module (ECM) terminal #41 and leak diagnostic pump terminal #4. Check for an open-circuit
Check the power supply cable between system relay terminal #5 (87) and leak diagnostic pump terminal #2. Check for an open-circuit according to
Try a new leak diagnostic pump if no fact is found during the above fault-tracing.
Other Information
ECM (EMS 2000)
- To access or replace the leak diagnostic pump, see Replacing the leak diagnostic pump
System/ECM-AF/Signal Missing - Permanent Fault/Verification


- Wait until the Engine Coolant Temperature (ECT) exceeds 50°C
HINT: The time taken for the diagnostic varies depending on the fault status of the fuel tank system. The diagnostic may take up to 4 minutes.
- The OK status will be displayed if the control module has not detected any faults. The Not OK status, and a number from 1-8 will be
displayed if the control module has detected any faults. To interpret these faults, see the status definitions below.
Status definitions:
- Not OK, status 3 Leak diagnostic pump, faulty signal. (ECM-65, faulty signal)

- The status is OK
- Status Not OK, status 1 2 or 3
- Status Not OK, (for another diagnostic trouble code (DTC)) has been detected.
Verification
Verification

- Ignition on
and erased first.
Signal Missing Intermittent Fault Checking Wiring & Connectors

- Ignition off.
Check the connector on the leak diagnostic pump for loose connections according to checking wiring and terminals - Intermittent faults and
contact resistance and oxidation according to Checking wiring and terminals - Intermittent faults.
Check the signal cable between Engine Control Module (ECM) terminal 41 and leak diagnostic pump terminal 4 for an intermittent open-circuit
according to Checking wiring and terminals - Intermittent faults.
Check the power supply cable between system relay terminal 5 (87) and leak diagnostic pump terminal 2 for an intermittent open-circuit according
to Checking wiring and terminals - Intermittent faults.
Other Information
ECM (EMS 2000)
- To access / replace the leak diagnostic pump, see Replacing the leak diagnostic pump

Too High - Permanent Fault/Other Diagnostic Trouble Codes (DTCs) - Continued
Other Diagnostic Trouble Codes (DTCs) - Continued

Missing - Permanent Fault/Erasing Diagnostic Trouble Code (DTC)
No - Test Complete

- Ignition on
Checking the Wiring

Checking The Wiring
- Ignition off.
Permanent faults.
Check the signal cable between Engine Control Module (ECM) terminal #41 and leak diagnostic pump terminal #4.
Check for a short-circuit to supply voltage according to Checking wiring and terminals - Permanent faults.
Try a new leak diagnostic pump if no fault is found during the above fault-tracing.
Other Information:
ECM (EMS 2000)



Status definitions:

- The status is OK
Verification
Verification

- Ignition on
and erased first.
Signal Too High Intermittent Fault Checking Wiring & Connectors

- Ignition off
Check the connector on the leak diagnostic pump for loose connections according to Checking wiring and terminals - Intermittent faults and
contact resistance and oxidation according to Checking wiring terminals - Intermittent faults.
Check the signal cable between Engine Control Module (ECM) terminal 41 and leak diagnostic pump terminal 4 for an intermittent short-circuit to
supply voltage according to Checking wiring and terminals - Intermittent faults.
Other Information
ECM (EMS 2000)

NOTE: Any other diagnostic trouble codes (DTCs) in EMS2000 must be remedied and erased before this fault- tracing can be carried out.
Too Low - Permanent Fault/Other Diagnostic Trouble Codes (DTCS) - II
Too Low - Permanent Fault/Checking Wiring and Connectors

Other Diagnostic Trouble Codes (DTCs), Continued
Too Low - Permanent Fault/Erasing Diagnostic Trouble Code (DTC)
No - Test Complete

- Ignition on
Too Low - Permanent Fault/Checking Wiring and Connectors

- Ignition off.
Permanent faults.
Check the signal cable between Engine Control Module (ECM) terminal #41 and leak diagnostic pump terminal #4.
Check for a short-circuit to ground according to Checking wiring and terminals - Permanent faults. Check the power supply cable between
system relay terminal #5 (87) and leak diagnostic pump terminal #2. Check for a short-circuit to ground according to Checking wiring and
terminals - Permanent faults. Remedy as necessary.
Try a new leak diagnostic pump if no fault is found during the above fault-tracing.
Other Information:
ECM (EMS 2000)
System/ECM-AF/Signal Too Low - Permanent Fault/Verification


Status definitions:
- Not OK, status 8 = Evaporative emission (EVAP) system blocked (ECM-6A, signal too low).

- The status is OK
Verification
Verification

- Ignition on
and erased first.
Signal Too Low Intermittent Fault Checking Wiring & Connectors

- Ignition off
Check the connector on the camshaft reset valve for loose connections according to Checking wiring and terminals - Intermittent faults and
contact resistance and oxidation according to Checking wiring and terminals - Intermittent faults.
Check the signal cable between Engine Control Module (ECM) terminal 41 and leak diagnostic pump terminal 4 for an intermittent short-circuit to
ground according to Checking wiring and terminals - Intermittent faults.
Check the power supply cable between system relay terminal 5 (87) and leak diagnostic pump terminal 2 for an intermittent short-circuit to ground
according to Checking wiring and terminals - Intermittent faults.
Other Information
ECM (EMS 2000)

Condition
The Engine Control Module (ECM) and transmission control module (TCM) communicate via a standardized serial interface. Both the control
modules transmit and receive information. One of the diagnostic trouble codes (DTC) ECM-DC/DD/DE/EO is stored if communication is
interrupted or ceases.
Condition
- Turbocharger (TC) control disabled
- Ignition retardation.
Possible source
- Open-circuit in one or both signal cables
- One or both signal cables short-circuited to ground, voltage or each other
- Defective Engine Control Module (ECM) or transmission control module (TCM).
Condition
- Poor performance
- Harsh gear shifting.
Faulty Signal - Intermittent Fault - Check

Check
Check the signal cables between Engine Control Module (ECM) terminals 57 and 27 and transmission control module (TCM) terminals 14 and 27
for a short-circuit to ground and remedy according to Checking wiring and terminals - Intermittent faults and for a short-circuit to supply
voltage according to Checking wiring and terminals - Intermittent faults, short-circuit to each other and for an open-circuit according to
Checking wiring and terminals - Intermittent fault.
Check the Engine Control Module (ECM) and transmission control module (TCM) connectors for contact resistance and oxidation according to
Checking wiring and terminals - Intermittent faults.
Other Information:
ECM (EMS 2000)

Check the Engine Control Module (ECM) and transmission control module (TCM) connectors. Check for contact resistance and oxidation
Check for loose or damaged terminal pins.

Start the engine.

Yes - See: Diagnostic Trouble Code Tests and Associated Procedures/Manufacturer Code Charts/Engine Control System/ECM-DC/Faulty
No - See: Diagnostic Trouble Code Tests and Associated Procedures/Manufacturer Code Charts/Engine Control System/ECM-DC/Faulty
Signal - Permanent Fault/Checking Wiring
Checking Wiring
Checking Wiring
Check the signal cables between Engine Control Module (ECM) terminals 57 and 27 and transmission control module (TCM) terminals 14 and 27.
Check for a short-circuit to ground according to Checking wiring and terminals - Permanent faults. Check for a short-circuit to supply voltage
according to Checking wiring terminals - Permanent faults. Check for a short-circuit to each other and for open-circuits according to Checking
wiring terminals - Permanent faults. Remedy if necessary.
If the above fault-tracing does not reveal any faults, try a new transmission control module (TCM).
System/ECM-DC/Faulty Signal - Permanent Fault/Verification
Verification
Verification
- Start the engine.

Condition
Condition
Possible source
Condition
- Poor performance

Check
Other Information:
ECM (EMS 2000)


Start the engine.
Checking Wiring
Checking Wiring
Verification
Verification
- Start the engine.

Condition
Condition
Possible source
Condition
- Poor performance

Check
Other Information:
ECM (EMS 2000)


Start the engine.
Checking Wiring
Checking Wiring
Verification
Verification
- Start the engine.

Condition
Condition
Possible source
Condition
- Poor performance

Check
Other Information:
ECM (EMS 2000)


Start the engine.
Checking Wiring
Checking Wiring
Verification
Verification
- Start the engine.
ABS-112
DTC ABS - 112 Control Module
Condition
The control module checks the internal functions when the ignition is switched on.
Diagnostic trouble code (DTC) ABS-112 is stored if the control module registers an internal fault in the control module.
Substitute value
- The ABS function is disengaged.
Possible source
Fault symptom[s]
- The ABS warning lamp lights.

- There is a danger that the wheels will lock during braking when the ABS function is disengaged.
ABS-142
DTC ABS - 142 Stop (Brake) Lamp Switch
Condition
The stop (brake) light switch informs the control module that braking is in progress.
The control module terminal is grounded via the stop (brake) lamp bulbs when the stop (brake) lamp switch is not activated. The control module
(and bulbs) are supplied with battery voltage supply when the stop (brake) light switch is activated.
Diagnostic trouble code (DTC) ABS-142 is stored if the control module registers that the signal is too high (high voltage) continuously for 15
minutes.
Diagnostic trouble code (DTC) ABS-142 is also stored if the control module registers that the signal ground via the light bulbs ceases when the
stop (brake) lamp switch is unaffected for 15 minutes.
Hint: Consequently the diagnostic trouble code (DTC) can be stored if the brake pedal is depressed for more than 15 minutes with the ignition
on. Fault causes of this type are not included in the fault-tracing procedure.
Substitute value
- The diagnostic trouble code (DTC) is stored without the ABS and EBD function being disengaged. If the fault occurs during ABS control,
the ABS system is not disengaged until the ABS control has been cancelled.
Possible source
- Incorrectly adjusted stop (brake) lamp switch
- Defective stop (brake) light switch
- Defective bulbs in the stop (brake) lights
Fault symptom[s]
- The stop (brake) lamps are lit constantly
- The bulb failure warning sensor is lit constantly
- The stop (brake) lamps do not light up when the brake pedal is depressed.
ABS-311
DTC ABS - 311 Wheel Sensor Signal, Left Front Wheel
Condition
Diagnostic trouble code (DTC) ABS-311, ABS312, ABS-313 or ABS-314 is stored if the control module registers a fault in the wheel sensor
circuit.
Substitute value
- If a wheel is under ABS control and a wheel sensor fault for the wheel occurs, the ABS system is disengaged immediately.
- If more than one wheel is under the ABS control and a wheel sensor fault occurs, the ABS system is disengaged when the ABS control
ceases.
Possible source
- Open-circuit in the signal cable (+) or signal cable (-).
- The sensor is dislodged from its mounting.
- The sensor is not installed.
- Short-circuit to +12 V in the signal cable.
- Defective wheel sensor.
Fault symptom[s]
- There is a risk of wheel lock-up when braking if the ABS system is disengaged.
Hint: If the fault is intermittent, the ABS warning lamp will go out the next time the vehicle speed exceeds 12 km/h the next time the
ignition is switched on. If the fault is an intermittent open circuit, the ABS warning lamp will go out the next time the ignition is switched on.
ABS-312
DTC ABS - 312 Wheel Sensor Signal, Right Front Wheel
Condition
circuit.
Substitute value
ceases.
Possible source
Fault symptom[s]
ABS-313
DTC ABS - 313 Wheel Sensor Signal, Left Rear Wheel
Condition
circuit.
Substitute value
ceases.
Possible source
Fault symptom[s]
ABS-314
DTC ABS - 314 Wheel Sensor Signal, Right Rear Wheel
Condition
Diagnostic trouble code (DTC) ABS-311, ABS-312, ABS-313 or ABS-314 is stored if the control module registers a fault in the wheel sensor
circuit.
Substitute value
ceases.
Possible source

Fault symptom[s]
ABS-331
DTC ABS - 331 Faulty Wheel Sensor Signal
Condition
Diagnostic trouble code (DTC) ABS-331 is stored if, via the wheel sensor signals, the control module registers one or more wheel speeds
deviates too much from the car's reference speed.
Diagnostic trouble code (DTC) ABS-331 is stored is the control module needs to activate ABS control for one or more wheels for more than 60
seconds consecutively.
Diagnostic trouble code (DTC) ABS-31X is stored if the control module registers that the wheel sensor signals are affected by interference, or if
there is interference on one or more wheels (for more than 5 seconds with the brakes off or for more than 20 seconds with the brakes on).
Substitute value
ceases.
Possible source
- The wheel sensor is loose.
- Defective pulse wheel.
- Hub vibrations or play in the wheel bearings.
Fault symptom[s]
- The stop (brake) warning lamp lights.
- There is a danger that the wheels will lock during braking when the ABS function is disengaged.
- Poor braking effect.
- The brakes pull to one side.
Hint: If the fault becomes intermittent, the ABS warning lamp will not go out until the ignition is next switched on.
ABS-411
DTC ABS - 411 Inlet Valve, Left Front Wheel
Condition
Diagnostic trouble code (DTC) ABS-411, ABS-412, ABS-413, ABS-414, ABS-421, ABS-422, ABS-423 or ABS-424 is stored (depending on
the valve coil) if the control module registers that the signal from the valve coil (either activated or deactivated) is shut off for more than 20 ms.
One of these diagnostic trouble codes (DTCs) will also be stored if the signal from the valve coil is shut off for more than 10 ms when testing
the valve and pump motor.
The valves and pump motor are activated during ABS control and when testing the valve and pump motor. The control module carries out the
valve and pump motor test the first time the car reaches 6 km/h each driving cycle as long as the brake pedal is not depressed. The test is carried
out at 15 km/h if the brake pedal is depressed.
Substitute value
Possible source
- Interference, noise etc. affecting the control module calculations.
Fault symptom[s]
ABS-412
DTC ABS - 412 Outlet Valve, Left Front Wheel
Condition
Substitute value
Possible source
Fault symptom[s]
ABS-413
DTC ABS - 413 Inlet Valve, Right Front Wheel
Condition
Substitute value
Possible source
Fault symptom[s]
ABS-414
DTC ABS - 414 Outlet Valve, Right Front Wheel
Condition
Substitute value
Possible source
Fault symptom[s]
ABS-421
DTC ABS - 421 Inlet Valve, Left Rear Wheel
Condition
Substitute value
Possible source
Fault symptom[s]
ABS-422
DTC ABS - 422 Outlet Valve, Left Rear Wheel
Condition
Substitute value
Possible source
Fault symptom[s]
ABS-423
DTC ABS - 423 Inlet Valve, Right Rear Wheel
Condition
Substitute value
Possible source
Fault symptom[s]
ABS-424
DTC ABS - 424 Outlet Valve, Right Rear Wheel
Condition
Substitute value
Possible source
Fault symptom[s]
ABS-433
DTC ABS - 433 Battery Voltage
Condition
Diagnostic trouble code (DTC) ABS-433 is stored if the vehicle speed is above 6 km/h or 15 km/h and the control module registers that the
battery voltage at terminal 15 is below 9.4 V for longer than 0.5 seconds when ABS control is not activated. Diagnostic trouble code (DTC)
ABS-433 will also be stored if the battery voltage is below 8.8 V for longer than 0.5 seconds when the ABS function is activated. The EBD
function can operate down to 6.9 volts. It is not activated until the voltage exceeds 7.1 volts.
Substitute value
- None.
Possible source
- Open-circuit in the power supply.
- The charging system is not charging.
Fault symptom[s]
ABS-441
DTC ABS - 441 Power Supply to Valves
Condition
Diagnostic trouble code (DTC) ABS-441 is stored if the control module registers a fault in the internal control module valve relay, or there is a
fault in the power supply to the valve coils. The valves and pump motor are activated during ABS control and when testing the valve and pump
motor. The control module carries out the valve and pump motor test the first time the car reaches 6 km/h each driving cycle.
Substitute value
- The ABS function is disengaged. Certain faults disengage the ABS system only when the valve and pump motor test have been carried out.
Possible source
- Replace fuse 12 (50A) in the integrated relay/fuse box.
- Open-circuit in the power supply to control module connector terminal: 18.
Fault symptom[s]
ABS-443
DTC ABS - 443 Pump Motor
Condition
Diagnostic trouble code (DTC) ABS-443 is stored if the control module registers that the pump is running without being activated; that the pump
motor has no supply voltage when it is activated; that the signal generated in the pump motor circuit when the pump motor supply voltage has
been cut off (generated voltage), is abnormal or an open circuit to ground in the pump motor. The pump motor is activated during ABS control
and during the valve and pump motor test. The control module carries out the valve and pump motor test the first time the car reaches 6 km/h or
15 km/h during the same driving cycle.
Substitute value
- The EBD function is disengaged if fuse 12 has blown.
Possible source
- Replace fuse 12 (50A) in the integrated relay/fuse box.
- Open-circuit in the power supply (30-supply) to control module connector terminal: 17.
- Open-circuit in the pump motor power supply or in the ground lead.
- Defective hydraulic pump.
Fault symptom[s]

Special tools: 998 8686
Condition
Data about the vehicle speed is sent from the combined instrument panel to the cruise control control module.
The signal is an homogenous rectangular wave with a variable frequency; the frequency increases with vehicle speed.
The control module uses the signal as a reference speed when setting and checking the speed. The signal is also used to determine whether the
variations in speed are normal.
The control module has an internal function which can disengage the cruise control for safety reasons.
This function is activated if acceleration or deceleration is abnormal (wheel-spin) or (wheel lock-up) and when vehicle speed is less than 75% of the
set speed when driving up steep hills, when the engine cannot maintain a constant speed.
However, disengagement of the cruise control for safety reasons does not necessarily mean that it is not functioning correctly.
Diagnostic trouble code (DTC) 1-1-2 is stored if the cruise control has been disengaged for safety reasons due to an incorrect speed signal.
The diagnostic trouble code (DTC) is only generated if the control module has detected a normal road speed signal at some point during the test
drive.
Possible source
An abnormal vehicle speed signal can be caused by:
- Incorrect installation or poor suppression of accessories connected to the same vehicle speed signal or same ground terminal as the
speedometer.
- different ground terminals for the control module and the combined instrument panel
- short-circuit to ground or voltage in the signal cable from the combined instrument panel
- intermittent open-circuit in the signal cable from the combined instrument panel
- defective speedometer
- contact resistance in the terminals.
Condition
- The cruise control is disengaged while the car is being driven.
- The speedometer displays an incorrect value.
Checking the Speedometer

Checking The Speedometer
Did the speedometer operate correctly while driving?
Yes - See: Diagnostic Trouble Code Tests and Associated Procedures/Manufacturer Code Charts/Cruise Control/DTC 1-1-2/Speed Signal
Outside the Permitted Range/Checking the Vehicle Speed Signal
No - See: Diagnostic Trouble Code Tests and Associated Procedures/Manufacturer Code Charts/Cruise Control/DTC 1-1-2/Speed Signal
Outside the Permitted Range/Checking Components - III
Checking the Vehicle Speed Signal

Checking The Vehicle Speed Signal
- Ignition off.
- Disconnect the control module.
- Raise the car so that the front wheels are off the ground.
Connect a voltmeter between control module connector terminal 13 and ground.
Then spin the front wheels slowly by hand.
The voltmeter should oscillate between battery voltage and approximately 1.5 V when the wheels are rotated slowly. The voltmeter should oscillate
between battery voltage and approximately 6 V when the wheel is rotated quickly.
- 1. The value is OK.
- 2. The voltmeter reads battery voltage constantly.

- 3. The voltmeter reads approximately 0 V constantly.
Select one of the above options.
1 - See: Diagnostic Trouble Code Tests and Associated Procedures/Manufacturer Code Charts/Cruise Control/DTC 1-1-2/Speed Signal
Outside the Permitted Range/Checking For Contact Resistance and Oxidation
Outside the Permitted Range/Checking Components - I
Outside the Permitted Range/Checking Components - II
Checking For Contact Resistance and Oxidation

Checking For Contact Resistance And Oxidation
- Ignition off.
- The cause of the diagnostic trouble code (DTC) was loose terminals in the control module connector. Check control module connector
terminal 13 for contact resistance and oxidation. Remedy according to Checking wiring and terminals - Permanent faults. Check for loose
connections according to Checking wiring and terminals - Intermittent faults.
See: Cruise Control/Testing and Inspection/Diagnostic Trouble Code Tests and Associated Procedures/Related Tests and Information/Checking
Wiring and Terminals/Checking Wiring and Terminals - Permanent Faults
Wiring and Terminals/Checking Wiring and Terminals - Intermittent Faults
After performing this procedure See: Diagnostic Trouble Code Tests and Associated Procedures/Manufacturer Code Charts/Cruise Control/DTC
1-1-2/Speed Signal Outside the Permitted Range/Verification
Checking Components - I
Checking Components
- Ignition on.
- Control module disconnected.
- Connect an electrician's screwdriver (at least 3 W) between control module connector terminal 13 and ground.
Does the electrician's screwdriver light?
Outside the Permitted Range/Connecting the Breakout Box (the Combined Instrument Panel)
Connecting the Breakout Box (the Combined Instrument Panel)

Connecting The Breakout Box (The Combined Instrument Panel)
Is the breakout box connected to the control module?
Outside the Permitted Range/Checking For A Short-Circuit
Outside the Permitted Range/Connecting the Breakout Box
Checking For A Short-Circuit

- Ignition off.
- Check the cable between control module terminal 13 and combined instrument panel terminal B15. Check the cable between engine control
module (ECM) terminal 12 and combined instrument panel B15. Check for a short-circuit to supply voltage according to See: Cruise
Control/Testing and Inspection/Diagnostic Trouble Code Tests and Associated Procedures/Related Tests and Information/Checking Wiring
and Terminals/Checking Wiring and Terminals - Permanent Faults
Connecting the Breakout Box
Connecting The Breakout Box
- Ignition off.
- Expose the combined instrument panel.
- Disconnect the connector from the combined instrument panel.
On the combined instrument panel connector check that:

- The male and female terminals are undamaged and properly attached (cannot be pressed in).
- The wiring for the female terminals is securely connected.
- In particular check those terminals that are relevant to the stored diagnostic trouble code (DTC) / symptoms.
- Connect adapter 951 1372 to the combined instrument panel connectors A and B (wiring side). Connect breakout box 981 3190 to the
adapter.
1-1-2/Speed Signal Outside the Permitted Range/Checking the Ground Terminal
Checking the Ground Terminal
Checking The Ground Terminal
- Ignition off.
- Switch off all power consuming components such as the courtesy lighting and the radio.
Connect an ohmmeter between the battery negative terminal and:

- #13 (#A13) on the breakout box
- #47 (#B17) on the breakout box.
The ohmmeter should read approximately 0 [ohm] for all readings.
Ok - See: Diagnostic Trouble Code Tests and Associated Procedures/Manufacturer Code Charts/Cruise Control/DTC 1-1-2/Speed Signal
Not Ok - See: Diagnostic Trouble Code Tests and Associated Procedures/Manufacturer Code Charts/Cruise Control/DTC 1-1-2/Speed Signal
Outside the Permitted Range/Checking For an Open-Circuit
Checking For an Open-Circuit

Checking For An Open-Circuit
- Ignition off.
- Check ground terminal 31/6 and the wiring connected to it for an open-circuit according to See: Cruise Control/Testing and
Inspection/Diagnostic Trouble Code Tests and Associated Procedures/Related Tests and Information/Checking Wiring and
Terminals/Checking Wiring and Terminals - Permanent Faults
1-1-2/Speed Signal Outside the Permitted Range/Checking Contact Resistance and Oxidation
Checking Contact Resistance and Oxidation

Checking Contact Resistance And Oxidation
- Ignition off.
- Check ground terminal 31/6 and the wiring connected to it for contact resistance and oxidation according to See: Cruise Control/Testing and
Checking Components - II
Checking Components
- Ignition off
- Disconnect the engine control module (ECM).
- Expose the combined instrument panel
- Disconnect the combined instrument panel.
- Connect an ohmmeter between control module terminal 13 and combined instrument panel terminal B15.
The resistance must be 0 [ohm].
Not Ok - This information to be published by O.E. at a later date.
Checking Components - III

Checking Components
- Fault-trace the speedometer according to Combined instrument panel.
Verification
Verification
Hint: After carrying out the repair, check that the fault has been remedied as follows:
- Ignition off.
- Reinstall the connectors, components etc.
- Control module connected.
- Disconnect the VCT 2000 from the data link connector (DLC).
- Ignition on.
- Test drive the car. Do not switch off the engine after the test drive!
- Connect VCT 2000 to the data link connector (DLC) in the car.
Diagnostic trouble code (DTC) 1-1-2 or 1-2-2 should not have been stored.

Condition
This diagnostic trouble code (DTC) is stored when the ignition is switched on and remains until vehicle speed has exceeded 35 km/h for at least 15
seconds. The control module is not receiving a vehicle speed signal (VSS) if the diagnostic trouble code (DTC) is still stored after a test drive at
above 35 km/h.
Possible source
A missing vehicle speed signal can be caused by.

- incorrect installation or poor suppression of accessories connected to the same vehicle speed signal or same ground terminal as the
speedometer.
- short-circuit to ground or voltage in the signal cable from the combined instrument panel
- open-circuit in the signal cable from the combined instrument panel
- defective speedometer
- contact resistance in the terminals.
Condition
- The cruise control does not engage.
- The speedometer display is incorrect.
Checking the Speedometer

Checking The Speedometer
Did the speedometer operate correctly while driving?
Outside the Permitted Range/Checking the Vehicle Speed Signal
Outside the Permitted Range/Checking Components - III
Checking the Vehicle Speed Signal

Checking The Vehicle Speed Signal
- Ignition off.
- Raise the car so that the front wheels are off the ground.
Connect a voltmeter between control module connector terminal 13 and ground.
Then spin the front wheels slowly by hand.
The voltmeter should oscillate between battery voltage and approximately 1.5 V when the wheels are rotated slowly. The voltmeter should oscillate
between battery voltage and approximately 6 V when the wheel is rotated quickly.
- 1. The value is OK.

- 2. The voltmeter reads battery voltage constantly.
- 3. The voltmeter reads approximately 0 V constantly.
Select one of the above options.

Outside the Permitted Range/Checking For Contact Resistance and Oxidation
Outside the Permitted Range/Checking Components- I
Outside the Permitted Range/Checking Components - II

- Ignition off.
- The cause of the diagnostic trouble code (DTC) was loose terminals in the control module connector. Check control module connector
terminal 13 for contact resistance and oxidation. Remedy according to Checking wiring and terminals - Permanent faults. Check for loose
connections according to Checking wiring and terminals - Intermittent faults.
Checking Components- I
Checking Components - I
- Ignition on.
- Connect an electrician 5 screwdriver (at least 3 W) between control module connector terminal 13 and ground.
Does the electrician's screwdriver light?
Connecting the Breakout Box (the Combined Instrument Panel)

Connecting The Breakout Box (The Combined Instrument Panel)
Is the breakout box connected to the control module?

- Ignition off.
- Check the cable between control module terminal 13 and combined instrument panel terminal B15. Check the cable between engine control
module (ECM) terminal 12 and combined instrument panel B15. Check for a short-circuit to supply voltage according to See: Cruise
Control/Testing and Inspection/Diagnostic Trouble Code Tests and Associated Procedures/Related Tests and Information/Checking Wiring
and Terminals/Checking Wiring and Terminals - Permanent Faults
Connecting the Breakout Box
Connecting The Breakout Box
- Ignition off.
- Disconnect the connector from the combined instrument panel.
On the combined instrument panel connector check that:

- The male and female terminals are undamaged and properly attached (cannot be pressed in).
- The wiring for the female terminals is securely connected.
- In particular check those terminals that are relevant to the stored diagnostic trouble code (DTC) / symptoms.
- Connect adapter 951 1372 to the combined instrument panel connectors A and B (wiring side). Connect breakout box 981 3190 to the
adapter.
Checking the Ground Terminal

Checking The Ground Terminal
- Ignition off.
- Switch off all power consuming components such as the courtesy lighting and the radio.
Connect an ohmmeter between the battery negative terminal and:

- #47 (#B17) on the breakout box.
The ohmmeter should rend approximately 0 [ohm] for all readings.
Outside the Permitted Range/Checking For an Open-Circuit

- Ignition off.
- Check ground terminal 31/6 and the wiring connected to it for an open-circuit according to See: Cruise Control/Testing and
1-2-2/Speed Signal Outside the Permitted Range/Checking Contact Resistance and Oxidation
Checking Contact Resistance and Oxidation
Checking Contact Resistance And Oxidation
- Ignition off.
- Check ground terminal 31/6 and the wiring connected to it for contact resistance and oxidation according to See: Cruise Control/Testing and
Checking Components - II
Checking Components
- Ignition off.
- Disconnect the engine control module (ECM).
- Disconnect the combined instrument panel.
- Connect an ohmmeter between control module terminal 13 and combined instrument panel terminal B15.
The resistance must be 0 [ohm].
Checking Components - III

Checking Components
- Fault-trace the speedometer according to Combined instrument panel.

Verification
Verification
- Ignition off.
- Ignition on.
Diagnostic trouble code (DTC) 1-1-2 or 1-2-2 should not have been stored.

Condition
Diagnostic trouble code (DTC) 2-1-1 is stored if there is an internal fault in the control module.
The control module will not operate if the voltage to the control module is less than 10.5 V or higher than 16 V.
Possible source
Defective control module.
Condition
- The cruise control disengages while the car is being driven.

- Ignition off.
- Replace with a control module according to Control module.
2-1-1/Internal Fault In the Control Module/Verification
Verification
Verification
- Ignition off.
- Ignition on.
- Read off the diagnostic trouble codes (DTCs). Check whether diagnostic trouble code (DTC) 2-1-1 has been stored.

Condition
Diagnostic trouble code (DTC) 2-1-2 is stored if the control module detects abnormal signals in the circuit for the vacuum pump or regulator.
Possible source
- Open-circuit in the wiring between the control module and the vacuum pump / regulator.
- Short-circuit to ground or voltage in the cables between the control module and the vacuum pump / regulator.
- Defective vacuum pump or regulator.
Condition
- The cruise control disengages while the car is being driven.
Connecting the Volvo Communication Tool 2000 (VCT 2000)

Connecting The Volvo Communication Tool 2000 (VCT 2000)
The VCT 2000 must be connected to both the VADIS PC and the data link connector (DLC) in the car to communicate with the control modules in
the car.
For information about connection, See: Cruise Control/Testing and Inspection/Testing and Inspection Procedures/Displaying & Reading Trouble
Codes
After performing this procedure See: Cruise Control/Testing and Inspection/Diagnostic Trouble Code Tests and Associated Procedures/Related
Tests and Information/Checking Power and Ground Terminals
Checking the Ground Lead. Checking the Power Supply

Checking The Ground Lead. Checking The Power Supply
- Ignition on.
- Try to establish communication with the cruise control control module.
Is communication with the cruise control control module established?
Yes - See: Diagnostic Trouble Code Tests and Associated Procedures/Manufacturer Code Charts/Cruise Control/DTC 2-2-1/Checking the
Vacuum System/Checking the Function of the Governor
No - Test Complete
Checking the Function of the Governor

Checking The Function Of The Governor
- Ignition off.
- Ignition on.
Connect the single wire cable between terminals 1 an 11 on the control module connector.
Connect the other cable with the double flat pins to control module connector terminal 10. Connect one cable to control module connector terminal
12.
The governor should click.
Did the governor click?
Vacuum System/Checking the Function of the Vacuum Pump
No - See: Diagnostic Trouble Code Tests and Associated Procedures/Manufacturer Code Charts/Cruise Control/DTC 2-2-1/Checking the
Vacuum System/Checking the Cable For the Governor
Checking the Function of the Vacuum Pump

Checking The Function Of The Vacuum Pump
- Ignition on.
- Connect the single wire cable between terminals 1 and 11 on the control module connector.
Connect the other cable with the double flat pin to control module connector terminal 10. Connect one of the other ends to control module
connector terminal 12.
Connect the other cable to control module connector terminal 9. The vacuum pump should start. The vacuum regulator should compress.
Remove the cable from terminal 9 when the vacuum regulator is fully depressed. The vacuum pump should stop.
Is the vacuum pump operating normally?
Yes - Test Complete
Vacuum System/Checking the Cable to the Vacuum Pump
Checking the Cable to the Vacuum Pump

Checking The Cable To The Vacuum Pump
- Ignition off.
- Disconnect the vacuum pump.
Connect a voltmeter between vacuum pump connector terminal 2 and ground.
Ok - See: Diagnostic Trouble Code Tests and Associated Procedures/Manufacturer Code Charts/Cruise Control/DTC 2-2-1/Checking the
Vacuum System/Checking the Voltage to the Vacuum Pump
Not Ok - See: Diagnostic Trouble Code Tests and Associated Procedures/Manufacturer Code Charts/Cruise Control/DTC 2-2-1/Checking the
Vacuum System/Checking For A Short-Circuit
Checking the Voltage to the Vacuum Pump

Checking The Voltage To The Vacuum Pump
- Ignition off.
- Vacuum pump removed.
- Ignition on.
Vacuum System/Checking the Resistance In the Cable
Checking the Resistance In the Cable

Checking The Resistance In The Cable
- Ignition off.
Connect an ohmmeter between vacuum pump connector terminal 2 and control module connector terminal 9.
Vacuum System/Checking the Vacuum Pump
Vacuum System/Checking For an Open-Circuit
Checking the Vacuum Pump

Checking The Vacuum Pump
- Ignition off.
- Temporarily connect a cable between vacuum pump pin terminal 3 and the battery positive terminal. Connect a cable between vacuum pump
pin terminal 2 and the battery negative terminal. The vacuum pump should start.
- Remove the temporarily connected cables.
Did the vacuum pump start?
Vacuum System/Checking For Contact Resistance and Oxidation
Vacuum System/Replacing the Component

- Ignition off.
- Check the control module terminal and vacuum pump connectors for contact resistance and oxidation. Remedy according to Checking
wiring and terminals - Permanent faults. Check for loose connections according to Checking wiring and terminals - Intermittent faults.
2-2-1/Checking the Vacuum System/Verification
- Ignition off.
- Replace the vacuum pump according to Vacuum pump and regulator.
- Ignition off.
- Check the cable between vacuum pump connector terminal 2 and control module connector terminal 9 for a open-circuit according to See:
Cruise Control/Testing and Inspection/Diagnostic Trouble Code Tests and Associated Procedures/Related Tests and Information/Checking
- Ignition off.
- Check the cable between vacuum pump connector terminal 2 and control module connector terminal 9 for a short-circuit to supply voltage
according to See: Cruise Control/Testing and Inspection/Diagnostic Trouble Code Tests and Associated Procedures/Related Tests and
Information/Checking Wiring and Terminals/Checking Wiring and Terminals - Permanent Faults
Checking the Cable For the Governor

Checking The Cable For The Governor
- Ignition off.
- Disconnect the vacuum pump.
Vacuum System/Checking the Power Supply For the Governor
Checking the Power Supply For the Governor

Checking The Power Supply For The Governor
- Ignition off.
- Ignition on.
Vacuum System/Checking the Function of the Governor
Vacuum System/Checking For an Open-Circuit
Verification
Verification
- Ignition off
- Vacuum pump connected.
- Ignition on.
Connect the single cable between control module connector terminals 11 and 1.
Connect the other cable with the twinned blade terminal to control module connector terminal 10.
Connect one cable end to control module connector terminal 12.

Condition
Diagnostic trouble code (DTC) DSA-112 is stored if the DSA control module detects that the EEPROM memory is defective when the ignition is
on or the engine is running.
NOTE: The diagnostic trouble code (DTC) is only stored as long as the ignition is on / the engine is running and the fault is permanent. If the fault
disappears (becomes intermittent) the diagnostic trouble code (DTC) will no longer be stored.
Condition
The DSA function is disconnected.
Possible source
Condition
- The DSA warning lamp lights.
- The anti-spin function is not operative while the DSA function is disengaged.
Checking the DSA Control Module

Checking The DSA Control Module
- Ignition off.
- Start the engine.
Check whether diagnostic trouble code (DTC) DSA-112 is still stored.
Yes - See: Diagnostic Trouble Code Tests and Associated Procedures/Manufacturer Code Charts/Dynamic Stability Assistance
(DSA)/DSA-112/EEPROM Memory Fault/EEPROM Memory Fault - Permanent Fault
No - Test Complete
EEPROM Memory Fault - Permanent Fault

EEPROM Memory Fault - Permanent Fault
Try a new DSA control module according to DSA control module, replacement.

Condition
when the DSA switch is not activated, the signal to the DSA control module is high. The signal to the DSA control module is grounded when the
switch is pressed in. This engages or disengages the DSA function. Diagnostic trouble code (DTC) DSA-121 is stored if the DSA control module
registers that the signal from the switch is low for more than approximately 60 seconds when the engine is running.
NOTE: The diagnostic trouble code (DTC) can then be stored if the DSA button is held pressed in for more than approximately 60 seconds. Fault
causes of this type are not included in the fault-tracing procedure.
Condition
The DSA function is disengaged.
Possible source
- Defective switch.
Condition
Checking the DSA Switch

Checking The DSA Switch

- Start the engine.
- Read off the status of the switch.
Check the function of the switch: OFF should be displayed when the switch is unaffected. On should be displayed when the switch is activated
(pressed in).
Is the function of the switch OK?
(DSA)/DSA-121/Signal Too Low/Checking Wiring and Terminals
No - See: Diagnostic Trouble Code Tests and Associated Procedures/Manufacturer Code Charts/Dynamic Stability Assistance
(DSA)/DSA-121/Signal Too Low/Checking the Signal Cable

Check that the DSA switch button does not catch or stick in the depressed position. Remedy as necessary.
Check the cable between switch connector terminal 4 and DSA control module terminal 6 for an intermittent short circuit to ground according to


- Start the engine.
- Carefully remove the switch from the instrument panel.
- Disconnect the switch.
Check whether the ON or OFF status is displayed.
Is the OFF status displayed?
(DSA)/DSA-121/Signal Too Low/Replacing the Component
(DSA)/DSA-121/Signal Too Low/Checking For A Short-Circuit

Try a new DSA switch according to Replacing the DSA switch.
After performing this procedure See: Diagnostic Trouble Code Tests and Associated Procedures/Manufacturer Code Charts/Dynamic Stability
Assistance (DSA)/DSA-121/Signal Too Low/Verification
Check the cable between switch connector terminal 4 and control module terminal 6 for a short-circuit to ground according to See: Diagnostic
Trouble Code Tests and Associated Procedures/Related Tests, Information and Procedures/Checking Wiring and Terminals
Assistance (DSA)/DSA-121/Signal Too Low/Verification
Verification
Verification
- Ignition off.
- Start the engine.
Check the function of the switch: OFF should be displayed when the switch is unaffected. On should be displayed when the switch is activated
(pressed in).

Condition
Diagnostic trouble code (DTC) DSA-122 is stored if the DSA control module detects that the current in the circuit for the bulb in the combined
instrument panel is too large or too small when the ignition is on or the engine is running.
Condition
When the DSA warning lamp cannot indicate if the DSA function is disengaged or engaged, the DSA function is always connected. The DSA
function cannot be disengaged with the switch.
Possible source
- Short-circuit to supply voltage or ground in the signal cable.
- Defective bulb.
- Defective combined instrument panel.
Condition
- Certain faults can cause the DSA warning lamp to light continuously.
- The DSA function cannot be disengaged with the switch.
Checking the DSA Warning Lamp With the Ignition Off
Checking The DSA Warning Lamp With The Ignition Off
- Ignition off.
Check whether the ABS warning lamp lights.
Does the warning lamp light?
(DSA)/DSA-122/Faulty Signal - Permanent Fault/Checking For A Short-Circuit - I
(DSA)/DSA-122/Faulty Signal - Permanent Fault/Check Other Warning Lamps In the Combined Instrument Panel
Checking For A Short-Circuit - I

Check the cable between combined instrument panel connector B terminal #22 and control module terminal #16. Check for a short-circuit to supply
voltage according to See: Diagnostic Trouble Code Tests and Associated Procedures/Related Tests, Information and Procedures/Checking Wiring
and Terminals
Assistance (DSA)/DSA-122/Faulty Signal - Permanent Fault/Verification
Check Other Warning Lamps In the Combined Instrument Panel
Checking The Other Warning Lamps In The Combined Instrument Panel
Check that the other warning lamps in the combined instrument panel are functioning.
Are the other warning lamps functioning?
(DSA)/DSA-122/Faulty Signal - Permanent Fault/Checking the DSA Warning Lamp
(DSA)/DSA-122/Faulty Signal - Permanent Fault/Checking the Combined Instrument Panel
Checking the DSA Warning Lamp

Checking The DSA Warning Lamp
- Start the engine

- Activate the DSA warning lamp so that it flashes.
Check the function of the warning lamp.
Is the warning lamp lit continuously?
(DSA)/DSA-122/Faulty Signal - Permanent Fault/Checking the Signal From the Combined Instrument Panel
Checking For A Short-Circuit - II

Check the cable between combined instrument panel connector B terminal #22 and control module terminal #16. Check for a short-circuit to supply
voltage according to See: Diagnostic Trouble Code Tests and Associated Procedures/Related Tests, Information and Procedures/Checking Wiring
and Terminals
Checking the Signal From the Combined Instrument Panel
Checking The Signal From The Combined Instrument Panel
- Ignition off
- Expose the DSA control module Disconnect the control module
- Ignition on.
Connect a voltmeter between control module connector terminal #16 and ground.
The voltmeter should read approximately battery voltage.
Ok - See: Diagnostic Trouble Code Tests and Associated Procedures/Manufacturer Code Charts/Dynamic Stability Assistance
(DSA)/DSA-122/Faulty Signal - Permanent Fault/Checking the Signal Cable For A Short-Circuit to Supply Voltage
Not Ok - See: Diagnostic Trouble Code Tests and Associated Procedures/Manufacturer Code Charts/Dynamic Stability Assistance
(DSA)/DSA-122/Faulty Signal - Permanent Fault/Checking the Resistance of the Signal Cable
Checking the Signal Cable For A Short-Circuit to Supply Voltage

Checking The Signal Cable For A Short-circuit To Supply Voltage
- Ignition off
- Disconnect the combined instrument panel
- Control module disconnected
- Ignition on.
Connect a voltmeter between control module connector terminal #16 and ground.
(DSA)/DSA-122/Faulty Signal - Permanent Fault/Fault Cause and Checking For Contact Resistance and Oxidation
Fault Cause and Checking For Contact Resistance and Oxidation

Fault Cause And Checking For Contact Resistance And Oxidation
The cause of the diagnostic trouble code (DTC) was loose connections in the DSA control module connector and/or connector B for the combined
instrument panel.
Check the connectors for contact resistance and oxidation according to Checking wiring and terminals - Permanent faults. Remedy if necessary.
Checking the Resistance of the Signal Cable
Checking The Resistance Of The Signal Cable
- Ignition off
- Disconnect the combined instrument panel
- Control module disconnected
Connect an ohmmeter between combined instrument panel connector B terminal #22 and control module connector terminal #16.
(DSA)/DSA-122/Faulty Signal - Permanent Fault/Checking the Bulb
Not Ok - This information to be published by O.E. at a later date.

Checking the Bulb
Checking The Bulb
Check that the bulb in the combined instrument panel is intact.
Is the bulb intact?
(DSA)/DSA-122/Faulty Signal - Permanent Fault/Replacing the Component - I
(DSA)/DSA-122/Faulty Signal - Permanent Fault/Replacing the Component - II
Replacing the Component - I

Try a new combined instrument panel.
Replacing the Component - II
Replace the bulb.
Checking the Combined Instrument Panel

Checking The Combined Instrument Panel
Check that the combined instrument panel is functioning.
Verification
Verification
- Ignition off.
- Start the engine.
- Activate the DSA warning lamp so that it flashes.
Check the function of the warning lamp.

Check combined instrument panel connector B and the control module connector for contact resistance and oxidation according to Checking
wiring and terminals - Intermittent faults
Check the cable between combined instrument connector B terminal 22 and control module terminal 16 for an open-circuit according to Checking
wiring and terminals - Intermittent faults an intermittent short-circuit to ground according to Checking wiring and terminals - Intermittent
faults and an intermittent short-circuit to supply voltage according to Checking wiring and terminals - Intermittent faults.
Condition
When the DSA control module registers that the speed at one of the front wheels increases too much (spins), the DSA control module transmits a
signal requesting torque limiting to the engine control module (ECM). Diagnostic trouble code (DTC) DSA-131 is stored if the DSA control
module registers that the current in the circuit for the engine control module (ECM) is too large or too small with the engine running.
Condition
Possible source
- Short-circuit to supply voltage or ground in the signal cable
Condition
Checking the Resistance of the Signal Cable

Checking The Resistance Of The Signal Cable
- DSA control module disconnected.

- Engine control module (ECM) disconnected.
- Breakout box connected to the engine control module (ECM).
- Connect an ohmmeter between DSA control module connector terminal 15 and engine control module (ECM) breakout box terminal 20.
Other information
- To connect the breakout box for DSA, See: Reading and Clearing Diagnostic Trouble Codes/Scan Tool Connecting/Connecting the Breakout
Box (DSA)
- To connect the breakout box for EMS 2000, See: Reading and Clearing Diagnostic Trouble Codes/Scan Tool Connecting/Connecting the
Breakout Box, ECM (EMS 2000)
(DSA)/DSA-131/Faulty Signal - Permanent Fault/Checking the Signal Cable Resistance to Ground
(DSA)/DSA-131/Faulty Signal - Permanent Fault/Checking For an Open-Circuit
Checking the Signal Cable Resistance to Ground

Checking The Signal Cable Resistance To Ground
- Ignition off.
- Connect an ohmmeter between breakout box terminal 20 and ground.
Other information
(DSA)/DSA-131/Faulty Signal - Permanent Fault/Checking the Signal Cable For A Short-Circuit to Supply Voltage
(DSA)/DSA-131/Faulty Signal - Permanent Fault/Checking For A Short-Circuit

- Ignition off.
- Connect the DSA control module.
- Connect the engine control module (ECM).
- Start the engine.
- Connect an electrician's screwdriver (with a bulb of at least 3 W) between breakout box terminal 20 and ground.
Other information
Box (DSA)
The electricians screwdriver should not light. Is the electrician's screwdriver unlit?
(DSA)/DSA-131/Faulty Signal - Permanent Fault/Checking For A Short-Circuit

The diagnostic trouble code (DTC) was poor contact in the engine control module (ECM) and or the DSA control module connectors.
Check the connectors for contact resistance and oxidation and remedy according to See: Diagnostic Trouble Code Tests and Associated
For FENIX 5.1

- Check the cable between engine control module (ECM) terminal 42 and DSA control module terminal 15 for a short-circuit to supply voltage
and Terminals
For EMS 2000

and Terminals
For FENIX 5.1

- Check the cable between engine control module (ECM) terminal 42 and DSA control module terminal 15 for an open-circuit according to
For EMS 2000

- Check the cable between engine control module (ECM) terminal 20 and DSA control module terminal 15 for an open-circuit according to

Verification
Verification
- Ignition off.
- Start the engine.
- Activate torque limiting by clicking on the VCT 2000 symbol.
Check that the engine is uneven when idling.

Check the DSA control module and engine control module (ECM) connectors for contact resistance and oxidation according to Checking wiring
- Check the cable between the DSA control module terminal 15 and engine control module (ECM) terminal 20 for an intermittent open-circuit
according to Checking wiring and terminals - Intermittent faults. Check for an intermittent short-circuit to ground according to Checking
wiring and terminals - Intermittent faults. Check for an intermittent short-circuit to supply voltage according to Checking wiring and
Other information
Box (DSA)

Condition
The DSA control module terminal is grounded via the stop (brake) lamp bulbs when the stop (brake) lamp switch is not activated. The DSA control
module (and bulbs) are supplied with battery voltage supply when the stop (brake) light switch is activated. If the vehicle speed is in excess of 50
km/h and the DSA control module registers that the signal is too high (high voltage) continuously for 15 minutes, the DSA control module
interprets it as being outside the permitted range. Diagnostic trouble code (DTC) DSA-211 is stored.
Condition
NOTE: This fault is considered to be serious. If the status of the fault changes to intermittent, the DSA function will not be engaged until the
diagnostic trouble code (DTC) has been erased.
Possible source
- Incorrectly adjusted stop (brake) lamp switch
- Defective stop (brake) light switch.
Condition
Checking the Stop Lamp Switch - I

Checking The Stop Lamp Switch
- Start the engine.

Read off the status of the stop lamp switch.
When the brake pedal is unaffected, the value should be OFF. When the brake pedal is depressed the value should be ON.
(DSA)/DSA-211/Signal Too High/Checking Wiring and Terminals
(DSA)/DSA-211/Signal Too High/Checking the Status of the Stop Lamp

Check the DSA control module connector. Check for contact resistance and oxidation according to Checking wiring and terminals - Intermittent
faults.
Check the cable between DSA control module terminal #7 and one of the stop lamps. Check for an intermittent open-circuit according to Checking
wiring and terminals - Intermittent faults. Check for an intermittent short-circuit to supply voltage according to Checking wiring and terminals
- Intermittent faults.
Check the stop lamp ground terminal. Check for an intermittent open-circuit according to Checking wiring and terminals - Intermittent faults.
Check the wiring between DSA control module #7 and the ABS control module, the automatic transmission control module (TCM) and the cruise
control control module. Check for an intermittent short-circuit to supply voltage according to Checking wiring and terminals - Intermittent
faults.
Checking the Status of the Stop Lamp

Checking The Status Of The Stop Lamp
- Ignition on.
Check whether any of the stop lamps light even though the brake pedal is not depressed.
Are any of the stop lamps lit?
(DSA)/DSA-211/Signal Too High/Checking and Adjusting the Stop Lamp Switch
No - This information to be published by O.E. at a later date.
Checking and Adjusting the Stop Lamp Switch

Checking And Adjusting The Stop Lamp Switch
- Start the engine.
Check that the stop lamp switch is correctly adjusted. It must not be activated when the brake pedal is released.
Is the stop lamp switch activated when the brake pedal is released?
(DSA)/DSA-211/Signal Too High/Fault Causes and Adjusting the Stop Lamp Switch
(DSA)/DSA-211/Signal Too High/Checking the Stop Lamp Switch - II
Fault Causes and Adjusting the Stop Lamp Switch

Fault Causes And Adjusting The Stop Lamp Switch
The cause of the diagnostic trouble code (DTC) was incorrect adjustment of the stop lamp switch.
Adjust the stop lamp switch
Assistance (DSA)/DSA-211/Signal Too High/Verification
Checking the Stop Lamp Switch - II
Checking The Stop Lamp Switch
- Disconnect the stop lamp switch.
Check whether the stop lamps go out.
Do the stop lamps go out?
(DSA)/DSA-211/Signal Too High/Replacing the Component
(DSA)/DSA-211/Signal Too High/Checking For A Short-Circuit

Try a new stop lamp switch according to Replacing the stop lamp switch.
Check the wiring between stop lamp switch terminal #3, the stop lamps and DSA control module terminal #7. Check for a short-circuit to supply
voltage according to Checking wiring and terminals - Permanent faults.
Check the cable between DSA control module terminal #7 and stop lamp switch terminal #2. Check for a short-circuit to supply voltage according
to Checking wiring and terminals - Permanent faults.
The connection is via the central electrical module. The input signal is via terminal #B1:3. The output signal is via terminal #B1:4 to the DSA
control module.
Verification
Verification
- Ignition off.
- DSA control module connected.
- Start the engine.
Read off the status of the stop (brake) lamp switch.

Condition
The DSA control module terminal is grounded via the stop lamp bulbs when the stop lamp switch is unaffected. The DSA control module (and
bulbs) are supplied with battery voltage when the stop light switch is activated. Diagnostic trouble code (DTC) DSA-212 is stored if the DSA
control module registers, when the engine is running, that there is no ground connection via the bulbs, or that the signal (voltage) during braking is
lower than battery voltage as a result of a drop in the voltage supply.
Condition
Possible source
- Voltage drop in the power supply.
Condition

- Ignition off
- Expose the DSA control module
- Ignition on
- The brake pedal is released.
Connect a voltmeter between ground and DSA control module connector terminal 7.
(DSA)/DSA-212/Faulty Signal - Permanent Fault/Checking A Voltage Drop In the Signal Cable
(DSA)/DSA-212/Faulty Signal - Permanent Fault/Checking For an Open-Circuit
Checking A Voltage Drop In the Signal Cable

Checking A Voltage Drop In The Signal Cable
Hint: All stop (brake) lamps must be intact during this check. This is so that the voltage in the circuit is as high as possible.
- Ignition on
- Depress the brake pedal. Hold it depressed.
Connect a voltmeter between ground and DSA control module connector terminal 7.
The voltmeter should read 0-1.5 V below battery voltage.
(DSA)/DSA-212/Faulty Signal - Permanent Fault/Checking A Voltage Drop In the Stop (Brake) Lamp Switch

The cause of the diagnostic trouble code (DTC) was loose connections in the DSA control module connector.
Check the control module connector for contact resistance and oxidation and remedy according to See: Diagnostic Trouble Code Tests and
Checking A Voltage Drop In the Stop (Brake) Lamp Switch
Checking A Voltage Drop In The Stop (Brake) Lamp Switch
- Ignition on
- Depress the brake pedal. Hold it depressed.
Connect a voltmeter between stop (brake) lamp switch connector terminals 2 and 1.
The voltmeter should read 0-1.5 V.
(DSA)/DSA-212/Faulty Signal - Permanent Fault/Checking For Contact Resistance and Oxidation
(DSA)/DSA-212/Faulty Signal - Permanent Fault/Replacing the Component

Check the circuit for stop (brake) lamp switch connector terminal 1 for contact resistance and oxidation according to Checking wiring and
Check the cable between DSA control module terminal 7 and stop (brake) lamp switch terminal 2 for contact resistance and oxidation according to
The connection is via the central electrical module. The input signal is via terminal B1:3. The output signal is via terminal B1:4 to the DSA control
module.
Check the central electrical module (CEM) connector for contact resistance and oxidation according to Checking wiring and terminals -
Permanent faults.
Check that the correct bulbs are installed in the stop (brake) lamps. Check that no extra power consuming components are connected to the circuit.
Then replace the stop (brake) lamp switch according to Replacing the stop lamp switch.
Check the cable between DSA control module terminal 7 and one of the stop (brake) lamps for an open-circuit according to Checking wiring and
Permanent faults.
If the cable is OK, check the stop (brake) lamp bulbs and the stop (brake) lamp ground terminal for an open-circuit according to Checking wiring
and terminals - Permanent faults.
Verification
Verification
- Ignition off.
- Start the engine.
- Depress the brake pedal. Hold it down for approximately 10 seconds.

Check the DSA control module connector for contact resistance and oxidation according to Checking wiring and terminals - Intermittent faults.
Check the cable between DSA control module terminal 7 and one of the stop (brake) lamps for an intermittent open-circuit according to Checking
Condition
The load signal from the engine control module (ECM) is a pulsed signal (between approximately 0 V and battery voltage) with a variable
frequency and pulse ratio (% duty). The frequency increases with engine speed. The pulse ratio increases with load. Diagnostic trouble code (DTC)
DSA-221 is stored if the DSA control module registers that that there are no pulses from the engine control module (ECM) for approximately 1.5
seconds.
Condition
Possible source
- Intermittent open-circuit in the supply voltage or the ground lead for the DSA control module.
Condition
Checking the Resistance In the Signal Cable
Checking The Resistance In The Signal Cable

Other information
Box (DSA)
(DSA)/DSA-221/Signal Missing - Permanent Fault/Checking the Signal Cable Resistance to Ground
(DSA)/DSA-221/Signal Missing - Permanent Fault/Checking For an Open-Circuit

- Ignition off.
Other information
(DSA)/DSA-221/Signal Missing - Permanent Fault/Checking the Signal Cable For A Short-Circuit to Supply Voltage
(DSA)/DSA-221/Signal Missing - Permanent Fault/Checking For A Short-Circuit

- Ignition off.
- Start the engine.
Other information
Box (DSA)
(DSA)/DSA-221/Signal Missing - Permanent Fault/Fault Cause and Checking For Contact Resistance and Oxidation

The diagnostic trouble code (DTC) was caused by poor contact in the DSA control module and / or engine control module (ECM) connectors.
Assistance (DSA)/DSA-221/Signal Missing - Permanent Fault/Verification
FENIX 5.1
- On vehicles with automatic transmission. Also check the cable between engine control module (ECM) terminal 37 and automatic
transmission control module (TCM) terminal 23 for a short-circuit to supply voltage according to Checking wiring and terminals -
Permanent faults.
EMS 2000
FENIX 5.1
- Check the cable between DSA control module connector terminal 13 and engine control module (ECM) terminal 37 for an open-circuit
EMS 2000
- Check the cable between DSA control module connector terminal 13 and engine control module (ECM) terminal 71 for an open-circuit
Verification
Verification
- Ignition off.
- Start the engine.
Read off the load signal. Check that the value is OK.
Hint: Normal range idling with the engine at operating temperature, neutral selected and the air conditioning (A/C) off: approximately 36 [mu]s.
This value increases with load.

Check the DSA control module and engine control module (ECM) connectors for contact resistance and oxidation. See Checking wiring and
- Check the cable between DSA control module terminal #13 and engine control module (ECM) terminal #71. Check for an intermittent
open-circuit according to Checking wiring and terminals - Intermittent faults. Check for an intermittent short-circuit to ground according
to Checking wiring and terminals - Intermittent faults. Check for an intermittent short-circuit to supply voltage according to Checking
- Check the cable between DSA control module terminal #9 and ground terminal 31/25. Check for an intermittent open-circuit according to
- Check the cable between DSA control module terminal #1 and the fuse. Check for an intermittent open-circuit according to Checking wiring
Other information
Box (DSA)

Condition
The load signal from the engine control module (ECM) is a pulsed signal (between approximately 0 V and battery voltage) with a variable
frequency and pulse ratio (% duty). The frequency increases with engine speed. The pulse ratio increases with load. Diagnostic trouble code (DTC)
DSA-222 is stored if the DSA control module registers that the frequency (engine speed) changes too quickly or that the pulse ratio (load) is based
on implausible maximum or minimum values from the engine control module (ECM).
Condition
Possible source
- Signal cable interference.
- Intermittent open-circuit in the signal cable.
- Intermittent short-circuit to supply voltage or ground in the signal cable.
Condition
Faulty Signal
- Cars with automatic transmissions: Check the cable between engine control module (ECM) terminal #37 and automatic transmission control
module (TCM) terminal #23. Check for an intermittent short-circuit to ground according to Checking wiring and terminals - Intermittent
faults. Check for an intermittent short-circuit to supply voltage according to Checking wiring and terminals - Intermittent faults. Check
that the cable is not too close to sources of interference such as electric motors, ignition cables, carphone cables etc.
- Check the cable between DSA control module terminal #13 and engine control module (ECM) terminal #71. Check for an intermittent
open-circuit according to Checking wiring and terminals - Intermittent faults. Check for an intermittent short-circuit to ground according
to Checking wiring and terminals - Intermittent faults. Check for an intermittent short-circuit to supply voltage according to Checking
wiring and terminals - Intermittent faults. Check that the cable is not too dose to sources of interference such as electric motors, ignition
cables, carphone cables etc.
Other information
Box (DSA)

Condition
The DSA control module establishes communication with the engine control module (ECM) when the engine speed exceeds 600 rpm for the first
time in the ignition cycle. This informs the engine control module (ECM) that there is a DSA system. The communication between the control
modules is via cables for the load signal and the torque limiting signal. The engine control module (ECM) replies to the DSA control module with a
special signal. Diagnostic trouble code (DTC) DSA-223 is stored within approximately 3 seconds if the DSA control module registers that the
response is missing or deviates from the permitted value.
disappears (becomes intermittent) the diagnostic trouble code (DTC) will no longer be stored.
Condition
Possible source
- Fault in the engine management system.
- Intermittent open-circuit in the supply voltage or the ground lead for the DSA control module.
Condition
Checking the Status of the Diagnostic Trouble Code (DTC)

Checking The Status Of The Diagnostic Trouble Code (DTC)
- Ignition off.
Yes - This information to be published by O.E. at a later date.
(DSA)/DSA-223/Faulty Signal/Checking Wiring and Terminals

The old DSA control module is defective.

Install the new DSA Control module according to DSA control module replacement.
Assistance (DSA)/DSA-223/Faulty Signal/Verification
Check the cable between DSA control module terminal #1 and the fuse. Check for an intermittent open-circuit according to Checking wiring and
- Check the cable between DSA control module terminal #9 and ground terminal 31/25. Check for an intermittent open-circuit according to
Other information
Box (DSA)
Verification
Verification
- Ignition off.

Condition
If a fault has occurred in the engine management system which affects the fuel shut-off system, the engine control module (ECM) transmits a load
signal (TQ) with a specific value to the DSA control module Diagnostic trouble code (DTC) DSA-224 is stored when the DSA control module has
received this specific signal.
in the engine management system disappears (the fault becomes intermittent) the diagnostic trouble code (DTC) will no longer be stored in the
DSA control module.
Condition
Possible source
- One or more diagnostic trouble codes (DTCs) has been stored in the engine control module (ECM).
- Intermittent open-circuit in the supply voltage or the ground terminals for the engine control module (ECM).
Condition
Selecting the Engine Management System

Selecting The Engine Management System
Enter the engine management system:

- FENIX 5.1
- EMS 2000.
1 - See: Diagnostic Trouble Code Tests and Associated Procedures/Manufacturer Code Charts/Dynamic Stability Assistance
(DSA)/DSA-224/Diagnostic Trouble Code Stored In the Engine Control Module/Check Diagnostic Trouble Codes In the Engine
Control Module -I
2 - This information to be published by O.E. at a later date.
Check Diagnostic Trouble Codes In the Engine Control Module -I

Checking Diagnostic Trouble Codes (DTCs) In The Engine Control Module (ECM)
Hint: Diagnostic trouble codes (DTC) DSA-224 are stored if any of the following diagnostic trouble codes (DTCs) are permanently stored in the
engine control module (ECM) and if the fault is permanent: EFI-115, EFI-121, EFI-125, EFI-135, EFI-137, EFI-145, EFI-337, EFI-411, EFI-525 or
EFI-526.
Read off diagnostic trouble codes (DTCs) from the engine control module (ECM).
Have any of the above diagnostic trouble codes (DTCs) been stored?
(DSA)/DSA-224/Diagnostic Trouble Code Stored In the Engine Control Module/Check Diagnostic Trouble Codes In the Engine
Control Module -II
(DSA)/DSA-224/Diagnostic Trouble Code Stored In the Engine Control Module/Checking Wiring and Terminals
Check Diagnostic Trouble Codes In the Engine Control Module -II

Fault-trace according to the relevant system.
Assistance (DSA)/DSA-224/Diagnostic Trouble Code Stored In the Engine Control Module/Checking Wiring and Terminals
Check the engine Control module (ECM) connector for contact resistance and oxidation according to Checking wiring and terminals -
- Check the voltage supply to engine control module (ECM) terminals #29 and #30. Check for an intermittent open-circuit according to
- Check the engine control module (ECM) ground terminals #3, #28, #33 and #67. Check for an intermittent open-circuit according to
Other information
Condition
The throttle position (TP) sensor signal from the engine control module (ECM) is a pulsed signal (between approximately 0 V and battery voltage)
with a fixed frequency (approximately 50 Hz). The pulse ratio (% duty) changes as the throttle opens. Diagnostic trouble code (DTC) DSA-231 is
stored if the DSA control module registers that that there are no pulses from the engine control module (ECM) for approximately 0.5 seconds.
Condition
Possible source

Condition


- DSA Control module disconnected.

Other information
Box (DSA)
(DSA)/DSA-231/Signal Missing - Permanent Fault/Checking the Signal Cable Resistance to Ground
(DSA)/DSA-231/Signal Missing - Permanent Fault/Checking For an Open-Circuit

- Ignition off.
- On vehicles with automatic transmission: Disconnect the automatic transmission control module (TCM).
Other information
(DSA)/DSA-231/Signal Missing - Permanent Fault/Checking the Signal Cable For A Short-Circuit to Supply Voltage

Checking The Signal Cable For A Short-Circuit To Supply Voltage
- Ignition off.
- On vehicles with automatic transmission: Connect the automatic transmission control module (TCM).
- Start the engine.
Other information
Box (DSA)
(DSA)/DSA-231/Signal Missing - Permanent Fault/Fault Cause and Checking For Contact Resistance and Oxidation

The diagnostic trouble code (DTC) was caused by poor contact in the DSA control module and / or engine control module (ECM) connectors.
- On vehicles with automatic transmission: Also check the cable between engine control module (ECM) terminal 41 and automatic
transmission control module (TCM) terminal 38 for a short-circuit to supply voltage according to Checking wiring and terminals -
Permanent faults.
Other information
Box (DSA)

- Check the cable between DSA control module terminal 5 and engine control module (ECM) terminal 36 for an open-circuit according to
Other information
Box (DSA)
Verification
Verification
- Ignition off.
- Start the engine.
- Depress the accelerator pedal quickly a few times. Release the pedal so that the engine idles each time.
- Switch off the engine.
- Ignition on.
- Read off the position of the throttle position (TP) sensor.
Fully depress the accelerator pedal several times. Check that the throttle position (TP) sensor position increases and decreases.

- On vehicles with automatic transmission: Also check the cable between engine control module (ECM) terminal 41 and automatic
transmission control module (TCM) terminal 38 for an intermittent short-circuit to ground according to Checking wiring and terminals -
Intermittent faults and for an intermittent short-circuit to supply voltage according to Checking wiring and terminals - Intermittent
faults.
Other information
Box (DSA)

Condition
with a fixed frequency (approximately 50 Hz). The pulse ratio (% duty) changes as the throttle opens. Diagnostic trouble code (DTC) DSA-232 is
stored if the DSA control module registers that the frequency deviates or that the pulse ratio is based on implausible maximum or minimum values.
Condition
Possible source
- Signal cable interference.
- Intermittent open-circuit in the signal cable.
- Intermittent short-circuit to supply voltage or ground in the signal cable.
Condition
Faulty Signal
- Applies to cars with automatic transmission: Check the cable between engine control module (ECM) terminal 41 and automatic transmission
control module (TCM) terminal 38 for an intermittent short-circuit to ground according to Checking wiring and terminals - Intermittent
faults and for an intermittent short-circuit to supply voltage according to Checking wiring and terminals - Intermittent faults. Check that
the cable is not too close to sources of interference such as electric motors, ignition cables, carphone cables etc.
terminals - Intermittent faults. Check that the cable is not too close to sources of interference such as electric motors, ignition cables,
carphone cables etc.
Other information
Box (DSA)

Condition
with a fixed frequency (approximately 50 Hz). The pulse ratio (% duty) changes as the throttle opens. If the engine control module (ECM) registers
a fault in the signal from the throttle position (TP) sensor, the engine control module (ECM) transmits a special throttle position (TP) sensor signal
to the DSA control module. This informs the DSA control module that the throttle position (TP) sensor signal to the engine control module (ECM)
is faulty. Diagnostic trouble code (DTC) DSA-233 is stored when the DSA control module has received this signal.
in the engine management system disappears (the fault becomes intermittent) the diagnostic trouble code (DTC) in the DSA control module will no
longer be stored.
Condition
Possible source
- A diagnostic trouble code (DTC) for the throttle position (TP) sensor has been stored in the engine control module (ECM).
Condition

Diagnostic Trouble Code Stored In the Engine Control Module

Read off diagnostic trouble codes (DTCs) from the engine control module (ECM). Fault-trace according to the system information.

Condition
The DSA control module receives wheel speed signals from the ABS control module. The ABS control module converts the wheel sensor AC
signal into a pulsed signal for the DSA control module. The signal is pulsed between approximately 0 V and battery voltage. It has a fixed pulse
ratio (% duty [ap] 50 %) where the frequency changes with the wheel speed.
Diagnostic trouble code (DTC) DSA-311, DSA-312, DSA-313 or DSA-314 is stored (depending on the actual wheel speed signal) if the vehicle
speed is above 8 km/h and the DSA control module registers that the increase in wheel speed is to great or too little, that the wheel speed at a wheel
is less than or the same as half the speed of one of the rear wheels or that there is significant deviation in the speed signal.
Condition
Possible source
- Interference in the wheel sensor circuit.
NOTE: Diagnostic trouble code(s) (DTC(s)) may be stored if the car is driven with one or more wheels locked. Fault causes of this type are not
included in the fault-tracing procedure.
NOTE: Diagnostic trouble code(s) (DTC(s)) may be stored if the power supply and / or the ground terminal for the ABS control module is
defective. Fault causes of this type are not included in the fault-tracing procedure.
Condition
Checking the Wheel Speed
Checking the wheel speed
- Ignition on.
- Read off the wheel speeds.
- Raise the car so that the relevant wheel is clear of the ground.
Spin the relevant wheel. Check the wheel speed.
Is the wheel speed OK?
(DSA)/DSA-311/Faulty Signal/Checking the Resistance In the Signal Cable

Check DSA Control module and ABS control module connectors for contact resistance and oxidation according to Checking wiring and
Check the cable between the DSA control module:

- terminal 2 and ABS control module terminal 25 (diagnostic trouble code (DTC) DSA-311)
for intermittent open-circuit according to Checking wiring and terminals - Intermittent faults an intermittent short-circuit to ground according to
Checking wiring and terminals - Intermittent faults and an intermittent short-circuit to supply according to Checking wiring and terminals -
Check that the cable is not too close to sources of interference such as electric motors, ignition cables, carphone cables etc.
Other information
Box (DSA)
- To connect the breakout box for ABS, refer to "Antilock Brakes / Traction Control Systems"

- Ignition off.
- DSA Control module disconnected.
- ABS control module disconnected.
- Breakout box connected to the ABS control module.
Connect an ohmmeter between DSA control module connector.

- terminal 2 and breakout box terminal 25 (diagnostic trouble code (DTC) DSA-311)
- terminal 12 and breakout box terminal 24 (diagnostic trouble code (DTC) DSA-314).
Other information
Box (DSA)
(DSA)/DSA-311/Faulty Signal/Checking the Signal Cable Resistance to Ground
(DSA)/DSA-311/Faulty Signal/Checking For an Open-Circuit

- Ignition off.
Connect an ohmmeter between ground and DSA control module connector:

- terminal 2 (diagnostic trouble code (DTC) DSA-311)
- terminal 12 (diagnostic trouble code (DTC) DSA-314).
Other information
- To connect the breakout box for DSA, see Connecting the breakout box. DSA.
(DSA)/DSA-311/Faulty Signal/Checking the Signal Cable For A Short-Circuit to Supply Voltage
(DSA)/DSA-311/Faulty Signal/Checking For A Short-Circuit

- Ignition off.
- Connect the ABS control module.
- Ignition on.
Connect an electrician's screwdriver (with a bulb of at least 3 W) between ground and breakout box:
Other information
(DSA)/DSA-311/Faulty Signal/Fault Cause and Checking For Contact Resistance and Oxidation

The diagnostic trouble code (DTC) was caused by poor contact in the DSA control module and / or ABS control module connectors.

- terminal 12 and ABS control module terminal 24 (diagnostic trouble code (DTC) DSA-314).
Other information
Box (DSA)

Other information
Box (DSA)
Verification
Verification
- Ignition off.
- Ignition on.

Condition
Condition
Possible source
NOTE: Diagnostic trouble code(s) (DTC(s)) may be stored if the power supply and/or the ground terminal for the ABS control module is
Condition

Checking The Wheel Speed
- Ignition on.

Check DSA control module and ABS Control module connectors for contact resistance and oxidation according to Checking wiring and
terminals - Intermittent Faults.

for intermittent open-circuit according to Checking wiring and terminals - Intermittent Faults, an intermittent short-circuit to ground according
to Checking wiring and terminals - Intermittent Faults and an intermittent short-circuit to supply according to Checking wiring and terminals
- Intermittent Faults.
Other information
Box (DSA)

- Ignition off.
Connect an ohmmeter between DSA control module Connector:

Other information
Box (DSA)
OK - See: Diagnostic Trouble Code Tests and Associated Procedures/Manufacturer Code Charts/Dynamic Stability Assistance
Not OK - See: Diagnostic Trouble Code Tests and Associated Procedures/Manufacturer Code Charts/Dynamic Stability Assistance

- Ignition off.

Other information
Box (DSA)

- Ignition off.
- Ignition on.
Other information

The diagnostic trouble code (DTC) was caused by poor contact in the DSA control module and/or ABS control module connectors.

Checking For A Short-circuit

Other information
Box (DSA)
Checking For An Open-circuit

- termina1 3 and breakout box terminal 26 (diagnostic trouble code (DTC) DSA-312)
Other information
Box (DSA)
Verification
Verification
- Ignition off.
- Ignition on.
Spin the relevant wheel. check the wheel speed.

Condition
Condition
Possible source
Condition

- Ignition on.

Check DSA control module and ABS control module connectors for contact resistance and oxidation according to Checking wiring and terminals

Other information
Box (DSA)

- Ignition off
- Breakout box connected to the ABS Control module.
Connect an ohmmeter between DSA Control module Connector:

Other information
Box (DSA)

- Ignition off.

Other information
Box (DSA)

- Ignition off.
- Ignition on.
Other information

The diagnostic trouble code (DTC) was caused by poor contact in the DSA control module and/or ABS control module connectors.

for short-circuit to supply voltage according to See: Diagnostic Trouble Code Tests and Associated Procedures/Related Tests, Information and
Other information
Box (DSA)

Other information
Box (DSA)
Verification
Verification
- Ignition off.
- Ignition on.

Condition
Condition
Possible source
Condition

- Ignition on.

Check DSA control module and ABS control module connectors for contact resistance and oxidation according to Checking wiring and terminals

Other information
Box (DSA)

- Ignition off.
- Breakout box connected to the ABS Control module.
Connect an ohmmeter between DSA control module Connector:

Other information
Box (DSA)

- Ignition off.

Other information
Box (DSA)
(DSA)/DSA-314/Faulty Signal/Checking For A Short-Circuit - II

- Ignition off.
- Ignition on.
Other information
(DSA)/DSA-314/Faulty Signal/Checking For A Short-Circuit - I

The diagnostic trouble code (DTC) was caused by poor contact the DSA control module and/or ABS control module connectors.
Checking For A Short-Circuit - I

Other information
Box (DSA)
Checking For A Short-Circuit - II

for a short-circuit to ground according to See: Diagnostic Trouble Code Tests and Associated Procedures/Related Tests, Information and
Other information
Box (DSA)

for a open-circuit to ground according to See: Diagnostic Trouble Code Tests and Associated Procedures/Related Tests, Information and
Other information
Box (DSA)
Verification
Verification
- Ignition off.
- Ignition on.
SRS-0001
Condition
Diagnostic trouble code (DTC) SRS-0001 is stored if the on-board diagnostic system has stored a fault in any of the internal control module
functions.
Possible source
- Internal fault in the control module.
Condition
- The SRS indicator lamp lights.
WARNING: There is a risk that the SRS will not function if this diagnostic trouble code (DTC) is stored.
NOTE:
- Diagnostic trouble code (DTC) SRS-O9O1 must not be erased if it occurs during the warranty period. In such cases the control module must
be returned to Volvo according to standard procedures.
- If diagnostic trouble code (DTC) SRS-OOO1 is stored, no other DTCs can be erased.
SRS-0065
Condition
Diagnostic trouble code (DTC) SRS-0065 is stored if the voltage in the wiring circuit is too low for more than 2 seconds.
Possible source
- Open-circuit or short-circuit to ground in the cable or in the connectors between the combined instrument panel and control module.
Condition
- SRS indicator lamp lit (open-circuit).

- The SRS indicator lamp does not light when the ignition is switched on (short-circuit to ground).
SRS-0066
Condition
Diagnostic trouble code (DTC) SRS-0066 is stored if the voltage in the wiring circuit is too high for more than 2 seconds.
Possible source
- Short-circuit to supply voltage in the cable or in the connectors between the combined instrument panel and control module.
Condition
- No fault symptoms.
SRS-0067
Condition
Diagnostic trouble code (DTC) SRS-0067 is stored if the battery voltage is below 9 V (signal too low) when the ignition is switched on.
Possible source
- Generator (GEN) not charging sufficiently.

- Low battery voltage.
Condition
Hint: The lamp goes out if the voltage returns to normal. However the diagnostic trouble code (DTC) remains.
SRS-0068
Special tools: 998 8695.
Condition
Diagnostic trouble code (DTC) SRS-0068 is stored if the resistance in the wiring circuit is too low for more than 3 seconds.
Possible source
- Short-circuit to ground in the connectors or in the signal cable between the driver's air bag and the control module.
- Short-circuit to ground in the driver's air bag (resistance too low in igniter).
- Short-circuit to ground in the contact reel.
Condition
- No fault symptoms except that the SRS indicator lamp lights.
WARNING: There is a danger that the SRS air bag module will not operate if this diagnostic trouble code (DTC) is stored.
SRS-0069
Condition
Diagnostic trouble code (DTC) SRS-0069 is stored if the voltage in the wifing circuit is too high for more than 3 seconds.
Possible source
- Short-circuit to supply voltage in the SRS ignition cable or in the driver's air bag.
- Short-circuit to supply voltage in the contact reel.
Condition
WARNING: There is a danger that the SRS steering wheel module will not operate if this diagnostic trouble code (DTC) is stored.
SRS-006A
Condition
Diagnostic trouble codes (DTCs) SRS-006A and SRS-006C are stored if resistance in the wiring circuit is too low for longer than 3 seconds.
Possible source
- Short-circuit to ground in the connectors or in the signal cable between the driver's or passenger seat belt tensioner and the control module.
- Short-circuit to ground in the driver's or passenger seat belt tensioner (resistance too low in the igniter).
Condition
WARNING: There is a risk that the seat belt tensioner will not function if this diagnostic trouble code (DTC) is stored.
SRS-006B
Condition
Diagnostic trouble codes (DTCs) SRS-006B and SRS-006D are stored if resistance in the wiring circuit is too high for longer than 3 seconds.
Possible source
- Short-circuit to supply voltage in the connectors or in the signal cable for the driver's or passenger seat belt tensioner.
- Short-circuit to supply voltage in the driver1s or passenger seat belt tensioner.
Condition
NOTE: Diagnostic trouble code (DTC) SRS-007B or SRS-007D is stored after this fault-tracing. This is because the seat belt tensioner is
disconnected during the fault-tracing. Ignore the diagnostic trouble code (DTC).
SRS-006C

Condition
Possible source
- Short-circuit to ground in the connectors or in the signal cable between the driver's or passenger seat belt tensioner and the control module.
- Short-circuit to ground in the driver's or passenger seat belt tensioner (resistance too low in the igniter).
Condition
SRS-006D
Condition
Possible source
- Short-circuit to supply voltage in the connectors or in the signal cable for the driver's or passenger seat belt tensioner.
- Short-circuit to supply voltage in the driver1s or passenger seat belt tensioner.
Condition
NOTE: Diagnostic trouble code (DTC) SRS-007B or SRS-007D is stored after this fault-tracing. This is because the seat belt tensioner is
disconnected during the fault-tracing. Ignore the diagnostic trouble code (DTC).
SRS-006E
Condition
Diagnostic trouble code (DTC) SRS-006E is stored if resistance in the wiring circuit is too low for longer than 3 seconds.
Possible source
- Short-circuit to ground in the connectors or in the ignition cable between the passenger air bag and control module.
- Short-circuit to ground in the passenger air bag (resistance too low in igniter).
Condition
WARNING: There is a danger that the SRS passenger module will not operate if this diagnostic trouble code (DTC) is stored.
SRS-006F
Condition
Diagnostic trouble code (DTC) SRS-006F is stored if the voltage in the wiring circuit is too high for longer than 3 seconds.
Possible source
- Short-circuit to supply voltage in the signal cable or passenger air bag.
Condition
SRS-0074
Condition
Diagnostic trouble code (DTC) SRS-0074 is stored if the voltage is too low in the wiring circuit for 3 - 5.5 seconds.
Condition
- None.
Possible source
- Short-circuit to ground in the wiring circuit or in the side impact protection (SIPS) bag.
- Short-circuit to ground in the connector.
Condition
- The SRS indicator lamp is lit.

SRS-0075
Condition
Diagnostic trouble code (DTC) SRS-0075 is stored if the voltage in the wiring circuit is too high for 3 - 5.5 seconds.
Condition
- None.
Possible source
- Short-circuit to supply voltage in the wiring circuit or in the SIPS bag.

- Short-circuit to supply voltage in the connector.
Condition

SRS-0076
Condition
Condition
- None.
Possible source
- Short-circuit to ground in the wiring circuit or in the side impact protection (SIPS) bag.
- Short-circuit to ground in the connector.
Condition

SRS-0077
Condition
Condition
- None.
Possible source
- Short-circuit to supply voltage in the wiring circuit or in the side impact protection (SIPS) bag.
- Short-circuit to supply voltage in the connector.
Condition

SRS-0078
Condition
Diagnostic trouble code (DTC) SRS-0078 is stored if the resistance in the wiring circuit is too low for more than 3 seconds.
Possible source
- Short-circuit in the connectors or in the signal cable between the driver's Airbag and the control module.
- Short-circuit in the driver's Airbag (resistance too low in igniter).
Condition
SRS-0079
Condition
Diagnostic trouble code (DTC) SRS-0079 is stored if resistance in the wiring circuit is too high for longer than 3 seconds.
Possible source
- Open-circuit in the cable or contact resistance in the connectors between the driver's air bag and the contact reel or between the control
module and the contact reel.
- Open-circuit in the air bag module (resistance too high in the igniter).
Condition
SRS-007A
Condition
Possible source
- Short-circuit in the connectors or in the signal cable between the driver's or passenger seat belt tensioner and the control module.
- Short-circuit in the driver's or passenger seat belt tensioner (resistance too low in the igniter).
Condition
SRS-007B
Condition
Possible source
- Contact resistance or open-circuit in the cable between the driver's or passenger seat belt tensioner and control module.
- Open-circuit in the driver's or passenger seat belt tensioner (resistance too high in the igniter).
Condition
SRS-007C
Condition
Possible source
- Short-circuit in the connectors or in the signal cable between the driver's or passenger seat belt tensioner and the control module.
- Short-circuit in the driver's or passenger seat belt tensioner (resistance too low in the igniter).
Condition
SRS-007D

Condition
Possible source
- Contact resistance or open-circuit in the cable between the driver's or passenger seat belt tensioner and control module.
- Open-circuit in the driver's or passenger seat belt tensioner (resistance too high in the igniter).
Condition
SRS-007E
Condition
Diagnostic trouble code (DTC) SRS-007E is stored if resistance in the wiring circuit is too low for longer than 3 seconds.
Possible source
- Short-circuit in the connectors or in the signal cable between the Passenger Airbag and control module.
- Short-circuit in passenger air bag (resistance too low in igniter).
Condition
SRS-007F
Condition
Diagnostic trouble code (DTC) SRS-007F is stored if resistance in the wiring circuit is too high for longer than 3 seconds.
Possible source
- Contact resistance in connector or open-circuit in the cable between the passenger air bag and control module.
- Open-circuit in the air bag module (resistance too high in the igniter).
Condition
SRS-0084
Condition
Diagnostic trouble code (DTC) SRS-0084 is stored if the resistance is too low for 3 - 5.5 seconds.
Condition
- None.
Possible source
- Short-circuit in connector.
- Short-circuit in the wiring.
- Faulty SIPS bag.
Condition

SRS-0085
Condition
Diagnostic trouble code (DTC) SRS-0085 is stored after 3 - 5.5 seconds if the resistance is too high in the wiring circuit.
Condition
- None.
Possible source
- Open-circuit in wiring circuit.

- Faulty SIPS bag.
- Contact resistance or oxidation.
Condition

SRS-0086
Condition
Diagnostic trouble code (DTC) SRS-0086 is stored if the resistance is too low for 3 - 5.5 seconds.
Condition
- None.
Possible source
- Short-circuit in connector.
- Short-circuit in the wiring.
- Faulty side impact protection (SIPS) bag.
Condition

SRS-0087
Condition
Diagnostic trouble code (DTC) SRS-0087 is stored after 3 - 5.5 seconds if the resistance is too high in the wiring circuit.
Condition
- None.
Possible source
- Open-circuit in wiring circuit.

- Faulty side impact protection (SIPS) bag.
- Contact resistance or oxidation.
Condition

SRS-0088
Condition
The diagnostic trouble codes (DTCs) SRS-0088, SRS-008B, SRS-0089 and SRS-008A have been developed for the construction test.
These diagnostic trouble codes (DTCs) should not normally be stored because the control module is delivered to Volvo preprogrammed and
connector coded.
Possible source
- If the control module detects an air bag or a seat belt tensioner despite the control module being programmed that these are not installed.
However connector coding should prevent this happening.
Condition

SRS-0089
Condition
connector coded.
Possible source
Condition

SRS-008A
Condition
connector coded.
Possible source
Condition

SRS-008B
Condition
connector coded.
Possible source
Condition

SRS-008E
Condition
The diagnostic trouble code (DTC) is stored if the control module registers that a SIPS bag is installed despite the control module being
programmed that there should not be one. Usually connector coding should prevent this happening.
Condition
- None.
Possible source
- The control module registers that a SIPS bag is installed despite the control module being programmed that there should not be one.
Condition
- SRS indicator lamp lit.

SRS-008F
Condition
The diagnostic trouble code (DTC) is stored if the Control module registers that a SIPS bag is installed despite the control module being
programmed that there should not be one. Usually connector coding should prevent this happening.
Condition
- None.
Possible source
- The control module registers that a SIPS bag is installed despite the control module being programmed that there should not be one.
Condition
- SRS indicator lamp lit.

SRS-0090
Condition
Diagnostic trouble code (DTC) SRS-0090 is stored if there is no signal from the seat belt buckle for more than 3 - 5.5 seconds.
Condition
- None.
Possible source
- Open-circuit or short-circuit to ground in the seat belt buckle or in the wiring.
Condition
- SRS indicator lamp is lit.

SRS-0091
Condition
Diagnostic trouble code (DTC) SRS-0091 is stored if the current through the seat belt buckle is outside its defined parameters for more than 3 - 5.5
seconds.
Condition
- None.
Possible source
- Defective seat belt buckle.

- Contact resistance too high.
Condition
- SRS indicator lamp is lit.

SRS-0092
Condition
Diagnostic trouble code (DTC) SRS-0092 is stored if the voltage is too high in the seat belt buckle for more than 3 - 5.5 seconds.
Condition
- None.
Possible source

- Short-circuit to supply voltage in the wiring or in the connector.
Condition

SRS-0093
Condition
Diagnostic trouble code (DTC) SRS-0093 is stored if there is no signal from the seat belt buckle for more than 3 - 5.5 seconds.
Condition
- None.
Possible source
- Open-circuit or short-circuit to ground in the seat belt buckle or in the wiring.
Condition

SRS-0094
Condition
Diagnostic trouble code (DTC) SRS-0094 is stored if the current through the seat belt buckle is outside its defined parameters for more than 3 - 5.5
seconds.
Condition
- None.
Possible source
Condition

SRS-0095
Condition
Diagnostic trouble code (DTC) SRS-0095 is stored if the voltage is too high in the seat belt buckle for more than 3 - 5.5 seconds.
Condition
- None.
Possible source

- Short-circuit to supply voltage in the wiring or in the connector.
Condition

SRS-0096
Condition
The diagnostic trouble code (DTC) is stored if the control module registers that there is a seat belt buckle, despite the control module being
programmed that there should not be one. Normally it should not be possible to store the diagnostic trouble code (DTC) because the control module
is delivered to Volvo preprogrammed and connector coded.
Condition
- None.
Possible source
- The control module registers that there is a seat belt buckle despite being programmed that there should not be one.
Condition

SRS-0097
Diagnostic Trouble Code Information
Condition
If the control unit identifies that a seat-belt buckle is present, despite the control unit being programmed for none to be present, this diagnostic
trouble code is set. Normally no diagnostic codes can be set as the control unit is delivered to Volvo preprogrammed and with the connector coded.
Condition
- Nothing.
Possible source
- The control unit identifies that a seat-belt buckle is present, despite the control unit being programmed for none to be present.
Condition
- SRS warning lamp comes on.

SRS-00A0
Condition
A fault has occurred in the left side impact sensor.
Condition
- None.
Possible source
- Defective collision sensor.
Condition

SRS-00A1
Condition
Diagnostic trouble code (DTC) SRS-00A1 is stored if there is no live signal from the left side impact sensor within 3.5 - 6 seconds.
Condition
- None.
Possible source

- Open-circuit or short-circuit to ground in the signal cable.
Condition

SRS-00A2
Condition
A fault has occurred in the right side impact sensor. Diagnostic trouble code (DTC) SRS-00A2 is stored.
Condition
- None.
Possible source
Condition

SRS-00A3
Condition
Diagnostic trouble code (DTC) SRS-00A3 is stored if there is no live signal from the left side impact sensor within 3.5 - 6 seconds.
Condition
- None.
Possible source

- Open-circuit or short-circuit to ground in the signal cable.
Condition

SRS-00A4
Condition
Normally it is not possible to store the diagnostic trouble codes (DTCs) because the control module is delivered to Volvo pre-programmed and
connector coded.
Condition
- None.
Possible source
- If the control module registers that a side impact sensor is installed even though the control module is not programmed for one.
Condition

SRS-00A5
Condition
Normally it is not possible to store the diagnostic trouble codes (DTCs) because the control module is delivered to Volvo pre-programmed and
connector coded.
Condition
- None.
Possible source
- If the control module registers that a side impact sensor is installed even though the control module is not programmed for one.
Condition

SRS-00C7
Condition
Diagnostic trouble code (DTC) SRS-00C7 is stored if the Control module registers three collisions.
Condition
- None.
Possible source
- The control module has registered three collisions. These may be lighter frontal collisions where only the seat belt tensioners have been
activated or side collisions where the SIPS bag has been activated.
Condition
- no fault symptoms.
Trouble Code Conditions
SPECIAL TOOLS
Volvo scan tool No. 998 8686 or equivalent
CONDITION
Solenoid S1 operates in tandem with solenoid S2 to control gear-shifting. Solenoid S1 operates when it receives a battery voltage from the
transmission control module (TCM) and is activated in 2nd and 3rd gears. Diagnostic trouble code (DTC) AT-121 is posted if the
transmission control module (TCM) registers a short-circuit to ground in the solenoid S1 circuit when the solenoid should be activated.
Solenoid S1 cannot then be activated.
SUBSTITUTE VALUE
The transmission control module (TCM) limp-home program has been initiated.
Possible source
- Defective solenoid
FAULT SYMPTOM(S)
- The combined instrument panel warning lamp flashes.
- Deterioration in performance because the transmission control module (TCM) prevents activation of the solenoids, this stops gear-shifting.
The transmission operates only in 3rd gear in positions 3 and L, 4th gear in position D and reverse in position R. Shifting can only be carried
out manually between 3rd, 4th, and reverse gear.
- No system pressure solenoid STH control resulting in constant maximum system pressure leading to harsher shifting and gear meshing.
- No lock-up function.
NOTE:
- The Motronic 4.4 engine control module (ECM) posts a diagnostic trouble code (DTC) when the transmission sends a malfunction
indicator lamp (MIL) request.
- Erase this diagnostic trouble code (DTC) in the Motronic engine control module (ECM) when the transmission fault has been repaired.
TESTING PROCEDURE
- Start fault-tracing at Short Circuit To Ground. See: Diagnostic Trouble Code Tests and Associated Procedures/Manufacturer Code
Charts/Transmission Control Module (TCM/AT Codes)/AT-121 Shift Solenoid S1/Short-Circuit To Ground
Short-Circuit To Ground
Checking Solenoid S1
- Ignition ON.
- Move gear selector to position P.
- Activate solenoid S1. Read off solenoid status. The status should alternate between OFF/ON.
- Does the status alternate between OFF/ON?
Yes:
- Proceed to: Intermittent Fault section below.
No:
- Proceed to: Checking Signal Wiring Resistance To Ground In The Transmission section below.
Checking Signal Wiring Resistance To Ground In The Transmission

- Ignition OFF.
- Raise the car to access the transmission.
- Carefully clean round connector D.
- Disconnect transmission connector D.
- Connect an ohmmeter between transmission connector D terminal 1 (transmission side) and transmission housing.
- The ohmmeter should read 12 - 18 Ohms.
If reading is OK:
- Proceed to: Checking For A Short-circuit section below.
If reading is incorrect:
- Proceed to: Checking Solenoid S1 section below.

- Check cable between transmission connector D terminal 1 and transmission control module # 17 for a short-circuit to ground.
- Proceed to: Verification section below.
- Ignition OFF.
- Open the control system.
- Disconnect solenoid S1.
- Use an ohmmeter to measure between the pin on solenoid S1 and the transmission housing.
If reading is OK:
- Proceed to: Replacing Component section below.

- Check the cable between solenoid S1 and transmission connector D terminal 1 for short circuit to ground.
Replacing Component
- Ignition OFF.
- Try a new solenoid S1.
Verification
After repairs have been completed they must be verified as follows to ensure the fault has been eliminated:
- Ignition ON.
- Activate solenoid S1. Read off the solenoid status. The status should alternate between OFF/ON.
Yes:
- Fault corrected.
No:
- Proceed to: Fault-tracing Information section below.
The verification result shows that the fault persists.
- Do you want to exit fault-racing?
Yes:
- Fault not corrected.
No:
- Proceed to: Checking Solenoid S1 section above.
Intermittent Fault
- Check cable between solenoid S1 in the transmission and transmission control module # 17 for an intermittent short-circuit to ground.
For intermittent faults fault-tracing is not followed by a verification because the fault is not present at this moment.
- Do you want to repeat fault-tracing?
Yes:
No:
- Operation done.
Special Tools
- 981 3190
- 998 8686

- Shift solenoids S2 and S1 operate in tandem to control gear-shifting. The solenoids are controlled by the amplifier in the transmission control
module (TCM). The transmission control module opens the amplifier to activate the solenoids sending a voltage through the circuit. Solenoid
S1 is activated on reverse, 1st and 2nd gears. Diagnostic trouble code (DTC) AT-122 is stored if the transmission control module registers an
open-circuit or short-circuit to supply voltage in the solenoid S1 circuit when the solenoid should not be activated. DTC AT-122 is also
stored if the transmission control module registers a short-circuit in the solenoid S1 amplifier when it should not be activated, vehicle speed is
over 25 km/h (16 mph) and the gear selector is in D, or 3 in 3rd and 4th gears. Solenoid S1 cannot then be activated or is activated
continuously (depending on the fault).
Substitute value(s)
- The transmission control module limp-home program has been initiated.
Possible source(s)
- Open-circuit in signal cable.
- Open-circuit in power ground.
- Defective solenoid.
- Contact resistance in terminals.
- Fault in transmission control module.
Fault symptom(s)
- Deterioration in performance because the transmission control module prevents activation of the solenoids, this stops gear-shifting. The
transmission only operates in 3rd gear in positions 3 and L, 4th gear in position D and reverse in position R. Shifting can only be carried out
manually between 3rd, 4th, and reverse gear. If there is a short-circuit to supply voltage in the solenoid circuit the transmission will probably
only operate in 1st gear.
NOTE: The Motronic 4.4 engine control module (ECM) posts a diagnostic trouble code when the transmission sends a malfunction
indicator lamp (MIL) request. Erase this diagnostic trouble code in the Motronic engine control module when the transmission fault has been
repaired.
- Start fault-tracing. See: Diagnostic Trouble Code Tests and Associated Procedures/Manufacturer Code Charts/Transmission Control Module
(TCM/AT Codes)/AT-122 Shift Solenoid S1/Fault In Solenoid Circuit
Fault In Solenoid Circuit
Checking Component
- Ignition ON.
Yes:
No:
- Proceed to: Checking Power Ground section below.
Checking Power Ground

- Ignition OFF.
- Connect the test box and check ground terminals.
- Check the power ground carefully.
- The ohmmeter should read approx. 0 Ohms if the power ground is OK.
If reading is OK:
- Proceed to: Checking Resistance In Solenoid S1 Circuit section below.
- The diagnostic trouble code (DTC) has been caused by a poor power ground.
Checking Resistance In Solenoid S1 Circuit

- Ignition OFF.
- Transmission control module (TCM) disconnected.
- Connect an ohmmeter between # 17 and # 1 on test box.
If reading is OK:
- Proceed to: Checking Signal Cable For Short-circuit To Supply Voltage section below.
- Proceed to: Checking Signal Cable section below.
Checking Signal Cable

- Ignition OFF.
- Connect an ohmmeter between transmission connector D terminal 1 (transmission control module side) and # 17 on the test box.
- The ohmmeter should read approx. 0 Ohms.
If reading is OK:
- Proceed to: Checking Solenoid S1 Circuit In Transmission section below.
- Proceed to: Checking For An Open-circuit section below.

- Check cable between transmission connector D terminal 1 and transmission control module # 17 for an open-circuit.
Checking Solenoid S1 Circuit In Transmission

- Ignition OFF.
- Transmission connector D disconnected.
If reading is OK:
- Proceed to: Checking For Loose Connections And Contact Resistance section below.
Checking For Loose Connections And Contact Resistance

- Ignition OFF.
- The diagnostic trouble code was caused by loose connections in the transmission connector. Check the transmission and transmission control
module connectors for loose connections, contact resistance and oxidation.

- Connect an ohmmeter between the pin on solenoid S1 and the transmission housing.
If reading is OK:

- Check cable between solenoid S1 and transmission connector D terminal 1 (transmission side) for an open-circuit.
Replacing Component
- Ignition OFF.
Checking Signal Cable For Short-circuit To Supply Voltage

- Ignition OFF.
- Transmission control module disconnected.
- Ignition ON.
- Connect a voltmeter between # 17 and # 1 on the test box.
- The voltmeter should read approx. 0 Volts.
If reading is OK:
- Proceed to: Checking Voltage Drop Over Signal Ground And Power Ground section below.
- Proceed to: Checking For A Short-circuit To Supply Voltage section below.
Checking For A Short-circuit To Supply Voltage

- Check cable between solenoid S1 and transmission control module # 17 for a short-circuit to supply voltage.
Checking Voltage Drop Over Signal Ground And Power Ground

- Ignition OFF.
- Connect transmission control module.
- Ignition ON.
- Turn ON as many power consuming items as possible.
- The voltmeter should read less than 0.6 Volts.
If reading is OK:
- Proceed to: Checking Transmission Control Module section below.
- Proceed to: Checking For Open-circuit, Contact Resistance And Oxidation section below.
Checking For Open-circuit, Contact Resistance And Oxidation

- Ignition OFF.
- Check ground terminals 31/53 and 31/66, cables between ground terminals and transmission control module # 15 and # 1 and transmission
control module connector for an open-circuit, contact resistance and oxidation.
Checking Transmission Control Module

- Ignition OFF.
- Disconnect test box.
- Ignition ON.
- Erase diagnostic trouble code.
- Gear selector in position P.
- Start the engine.
- Wait for about 15 seconds.
- Test drive car at a speed above 25 km/h (16 mph).
- Check to see it the diagnostic trouble code recurs.
- Proceed to: Checking Transmission Control Module, Continued section below.
Checking Transmission Control Module, Continued

- Ignition ON.
- Check to see it the diagnostic trouble code recurs.
- Does the diagnostic trouble code recur?
Yes:
- Proceed to: Replacing Transmission Control Module section below.
No:
- Proceed to: Checking For Contact Resistance And Oxidation section below.
Replacing Transmission Control Module

- Try a new transmission control module.

- Ignition OFF.
- The diagnostic trouble code was caused by loose connections in the transmission control module connector. Check transmission control
module connector for contact resistance and oxidation and remedy.
Verification
- After repairs have been completed they must be verified as follows to ensure that the fault has been eliminated:
- Ignition OFF.
- Reinstall components, reconnect connectors etc.
- Ignition ON.
- Read off solenoid S1 status. Status should alternate between OFF/ON.
Yes:
- Fault corrected.
No:
- Proceed to: Fault Tracing Information section below.
- Do you want to exit fault-tracing?
Yes:
No:
- Proceed to: Checking Component section above.
Intermittent Fault
- Check transmission and transmission control module connectors for loose connections, contact resistance and oxidation.
- Check the cable between the solenoid S1 and transmission control module # A17 for an intermittent open-circuit and an intermittent
short-circuit to supply voltage.
- Check cable between ground terminal 31/66 and transmission control module # 1 for an intermittent open-circuit.
- Check ground terminal 31/66 for contact resistance and oxidation.
- Check the cable between the positive terminal on the battery and transmission control module # A29 for an intermittent open-circuit.
- Proceed to: Fault Tracing Information section below.
Yes:
- Proceed to: Checking Component section above.
No:
- Operation done.

Special Tools
- 981 3190
- 998 8686

- System pressure solenoid STH controls system pressure in the transmission. The solenoid is controlled by an amplifier in the transmission
control module (TCM) output.
- The transmission control module uses the amplifier to control the current to the solenoid. A low amperage provides a high system pressure
and a high amperage (approx. 1A) provides a low system pressure. This amperage is primarily affected by throttle position. Diagnostic
trouble code (DTC) AT-123 is stored if the transmission control module registers a short-circuit to supply voltage in the solenoid STH circuit
causing a high amperage. Solenoid STH cannot control system pressure.
Substitute value(s)
Possible source(s)
- Defective solenoid STH.
Fault symptom(s)
manually between 3rd, 4th, and reverse gears.
CAUTION: There is a danger that system pressure may be too low, which will result in wear.
repaired.
(TCM/AT Codes)/AT-123 System Pressure Solenoid STH/Short-Circuit To Supply Voltage
Short-Circuit To Supply Voltage
Checking System Pressure Solenoid STH

- Ignition ON.
- Go into scrolling values.
- Read off current in solenoid circuit.
- Depress accelerator pedal (AP) slowly.
- The current should decrease as the accelerator pedal is depressed.
If reading is OK:
- Proceed to: Checking For A Short Circuit section below.
- Proceed to: Connecting The Test Box section below.
Connecting The Test Box

- Ignition OFF.
- Proceed to: Checking Resistance In Solenoid STH Circuit section below.
Checking Resistance In Solenoid STH Circuit

- Ignition OFF.
If reading is OK:
- Proceed to: Checking The Control Signal Cable For A Short-circuit To Supply Voltage section below.
- Proceed to: Checking Solenoid STH Circuit In The Transmission section below.
Checking Solenoid STH Circuit In The Transmission

- Ignition OFF.
- Connect an ohmmeter between the transmission connector terminals 4 and 5 (transmission side).
If reading is OK:
- Proceed to: Checking Resistance In Solenoid STH section below.

- Check cables between transmission connector D terminals 4 and 5 and transmission control module (TCM) # 16 and # 4 for a short-circuit to
each other.
- Proceed to: Checking The Transmission Control Module section below.
Checking Resistance In Solenoid STH

- Ignition OFF.
- Disconnect solenoid STH.
- Connect ohmmeter between the pins in the solenoid connector.
If reading is OK:

- Check cables between solenoid STH and transmission connector D terminals 4 and 5 for a short-circuit to each other.
Replacing Component
- Ignition OFF.
- Replace transmission control system.
Checking The Control Signal Cable For A Short-circuit To Supply Voltage

- Ignition OFF.
- Test box connected.
- Ignition ON.
- The voltmeter should read 0 - 6 Volts.
If reading is OK:

- Check cable between solenoid STH and transmission control module # 16 for a short-circuit to supply.

- Ignition ON.
If reading is OK:

- Check cable between solenoid STH and transmission control module # 4 for a short-circuit to supply voltage.
Checking The Transmission Control Module

- The transmission control module can malfunction if there has been a short-circuit to supply voltage in the solenoid STH circuit. Check the
transmission control module as follows:
- Ignition OFF.
- Connect connector and reinstall air cleaner (ACL) housing.
- Ignition ON.
- Depress accelerator pedal slowly.
If reading is OK:
- Proceed to: Checking System Pressure section below.
Replacing Component
- Ignition OFF.
CAUTION: It is important that the solenoid STH circuit is not short-circuited to battery voltage. A short-circuit can damage the new
transmission control module.
- Fault corrected.

- Check cables between solenoid STH and transmission control module # 16 and # 4 for an intermittent short-circuit to supply voltage and
intermittent short-circuit to each other.
- Proceed to: Checking System Pressure section below.
Checking System Pressure

- Diagnostic trouble code AT-123 indicates that transmission system pressure may be too low, which will result in increased wear.
- Check system pressure.
- Is system pressure OK?
Yes:
- Proceed to: Test Driving section below.
No:
- Proceed to: Checking Transmission Control Module Operation section below.
Checking Transmission Control Module Operation

- Ignition OFF.
- Disconnect the old transmission control module and install a new transmission control module.
- Check system pressure again.
- Is system pressure OK?
Yes:
No:
- Proceed to: Checking Transmission Control Module Operation, Continued section below.
- The old transmission control module is faulty.
Checking Transmission Control Module Operation, Continued

- Ignition OFF.
- Reinstall the old transmission control module.
- Test transmission according to Test Drive Form.
Test Driving
- Make the car ready for test driving
- Test drive car according to Test Drive Form.
- Note transmission performance during test drive.
- Is the transmission free of mechanical symptoms?
Yes:
No:
- The transmission is operating correctly.
- Fault corrected.
Replacing Component
- Ignition OFF.
- Try a new control system.
Verification
- Make the car ready for test driving.
- Note transmission performance during test drive.
- Is the transmission free of mechanical symptoms?
Yes:
- Fault corrected.
No:
Yes:
No:
- Proceed to: Checking System Pressure Solenoid STH section above.
SPECIAL TOOLS
Test box tool No. 981 3190, or equivalent
Volvo scan tool No. 998 8686, or equivalent
CONDITION
System pressure solenoid STH controls system pressure in the transmission. The solenoid is controlled by an amplifier in the transmission
control module (TCM) output. The TCM uses the amplifier to control the current to the solenoid. A low amperage gives a high system
pressure and a high amperage (approx. 1 A) gives a low system pressure. This amperage is primarily affected by throttle position. Diagnostic
Trouble Code (DTC) AT-131 is posted if the TCM registers an open-circuit or short-circuit to ground in the solenoid STH circuit so there is
too little current passing through the circuit. Solenoid STH cannot control system pressure.
SUBSTITUTE VALUE
The TCM "Emergency mode II" program is initiated.
POSSIBLE SOURCE
- Open-circuit in the control signal cable or signal cable.

- Short-circuit to ground in the control signal cable or signal cable.
- Short-circuit between control signal cable and signal cable
- Short-circuit to supply voltage in control signal cable
- Defective solenoid STH.
- Open-circuit in power ground
- Contact resistance in terminals
FAULT SYMPTOM(S)
- No adaption of the gear slippage times at high altitude (High Altitude Compensation)
- No torque limiting request to Engine Control Module (ECM) when shifting
- No system pressure solenoid STH control, this results in constant maximum system pressure and leads to harsher shifting and gear meshing.
TESTING PROCEDURE
- Start fault-tracing, Short-Circuit To Ground Or Open-circuit. See: Diagnostic Trouble Code Tests and Associated Procedures/Manufacturer
Code Charts/Transmission Control Module (TCM/AT Codes)/AT-131 System Pressure Solenoid STH/Short-Circuit To Ground Or
Open-Circuit
Short-Circuit To Ground Or Open-Circuit
Other Diagnostic Trouble Codes

- Read off OTHER DTCs.
- Is diagnostic trouble code (DTC) AT-123 stored?
Yes:
^ Proceed to: Fault-tracing Information section below.
No:
^ Proceed to: Checking Solenoid STH section below.
- Fault-trace according to diagnostic trouble code AT-123. See: Diagnostic Trouble Code Tests and Associated Procedures/Manufacturer Code
Charts/Transmission Control Module (TCM/AT Codes)/AT-123 System Pressure Solenoid STH
Checking Solenoid STH

- Ignition ON.
If reading is OK:
^ Proceed to: Checking For Open-circuit, Contact Resistance And Oxidation section below.
^ Proceed to: Checking Power Ground section below.

- Ignition OFF.
- Is the reading OK?
Yes:
^ Proceed to: Checking Voltage Drop Over Signal Ground And Power Ground section below.
No:
- The diagnostic trouble code has been caused by a poor power ground.

- Ignition OFF.
- Ignition ON.
- Turn on as many power consuming items as possible.
If reading is OK:
^ Proceed to: Checking Resistance In Solenoid STH Circuit section below.
^ Proceed to: Checking For Open-circuit, Contact Resistance And Oxidation section below.

- Ignition OFF.
- Check ground terminals 31/53 and 31/66, cables between ground terminal and transmission control module (TCM) and transmission control
module connector for an open-circuit, contact resistance and oxidation.
Checking Resistance In Solenoid STH Circuit

- Ignition OFF.
- Disconnect engine control module (ECM).
If reading is OK:
^ Proceed to: Checking Solenoid STH Circuit For Short-circuit To Ground section below.
^ Proceed to: Checking Resistance In Solenoid STH Circuit In The Transmission section below.
Checking Resistance In Solenoid STH Circuit In The Transmission

- Ignition OFF.
- Connect an ohmmeter between transmission connector D terminals 4 and 5 (transmission side).
If reading is OK:
^ Proceed to: Checking Resistance In The Control Signal Cable section below.
^ Proceed to: Checking Resistance In Solenoid STH section below.
Checking Resistance In Solenoid STH

- Ignition OFF.
- Connect ohmmeter between the pins in the solenoid connector.
If reading is OK:
^ Proceed to: Checking For An Open-circuit section below.
^ Proceed to: Replacing Component section below.

- Check cables between solenoid STH and transmission connector D terminals 4 and 5 for an open-circuit.
Replacing Component
- Ignition OFF.
Checking Resistance In The Control Signal Cable

- Ignition OFF.
- Connect an ohmmeter between transmission connector terminal 4 (transmission control module side) and # 16 on the test box.
If reading is OK:
^ Proceed to: Checking Signal Cable Resistance section below.
^ Proceed to: Checking For An Open-circuit section below.

Checking Signal Cable Resistance

- Ignition OFF.
- Connect an ohmmeter between transmission connector D terminal 5 (transmission control module side) and # 4 on the test box.
If reading is OK:
^ Proceed to: Checking For Loose Connections, Contact Resistance And Oxidation section below.
^ Proceed to: Checking For An Open-Circuit section below.
Checking For Loose Connections, Contact Resistance And Oxidation

- Ignition OFF.
- The diagnostic trouble code was caused by loose connections in the transmission control module or transmission connectors.
- Check the connectors for loose connections and remedy. Check contact resistance and oxidation.

Checking Solenoid STH Circuit For Short-circuit To Ground

- Ignition OFF.
- Engine control module disconnected.
- Connect an ohmmeter between # 16 on the test box and transmission housing.
- The ohmmeter should read infinite resistance.
If reading is OK:
^ Proceed to: Checking The Control Signal Cable For A Short-circuit To Supply Voltage section below.
^ Proceed to: Checking Solenoid STH Circuit In The Transmission For A Short-circuit To Ground section below.
Checking Solenoid STH Circuit In The Transmission For A Short-circuit To Ground

- Ignition OFF.
If reading is OK:
^ Proceed to: Checking Signal Cable Resistance To Ground section below.
^ Proceed to: Checking Solenoid STH For Resistance To Ground section below.
Checking Solenoid STH For Resistance To Ground

- Ignition OFF.
- Connect an ohmmeter between one of the pins in the solenoid connector and the transmission housing.
If reading is OK:
^ Proceed to: Checking For A Short-circuit section below.

- Check cables between solenoid STH and transmission connector D terminals 4 and 5 for a short-circuit to ground.
Replacing Component
- Ignition OFF.
Checking Signal Cable Resistance To Ground

- Ignition OFF.
- Engine control module disconnected.
- Connect an ohmmeter between # 16 on the test box and transmission housing.
If reading is OK:
^ Proceed to: Checking For A Short-circuit 2 sections below.


Checking The Control Signal Cable For A Short-circuit To Supply Voltage

- Ignition OFF.
- Ignition on.
If reading is OK:
^ Proceed to: Checking Signal Cable For Short-circuit To Supply Voltage section below.


- Ignition ON.
If reading is OK:
^ Proceed to: Checking Signal Cable For Short-circuit To Supply Voltage section below.

- Ignition OFF.
- Reconnect connectors, reinstall components etc.
- Ignition ON.
If reading is OK:
^ Proceed to: Checking For Contact Resistance And Oxidation section below.

- Ignition OFF.
- The diagnostic trouble code was caused by poor contact in the transmission control module or transmission connectors. Check connector for
contact resistance and oxidation and remedy.


- Ignition OFF.
- Ignition ON.
If reading is OK:
- Transmission control module is OK.
- Fault corrected.
Replacing Component
- Ignition OFF.
NOTE: It is important that the solenoid STH circuit is not short-circuited to battery voltage. A short-circuit can damage the new
transmission control module.

Verification
- Ignition OFF.
- Ignition ON.
- Select scrolling values.
If reading is OK:
^ Fault corrected.
Yes:
^ Fault not corrected.
No:
^ Proceed to: Other Diagnostic Trouble Codes section above.
Intermittent Fault
- Ignition OFF.
- Check transmission and transmission control module connectors for loose connections, contact resistance and oxidation.
- Check cable between solenoid STH and transmission control module # 16 and # 4 for an intermittent open-circuit, and intermittent
short-circuit to ground.
Yes:
^ Proceed to: Other Diagnostic Trouble Codes section above.
No:
^ Operation done.

Special Tools:
- 981 3190
- 998 8686

- System pressure solenoid STH controls the system pressure in the transmission. The solenoid is controlled by an amplifier in the transmission
control module (TCM) output. The transmission control module uses the amplifier to control the current to the solenoid. A low amperage
provides a high system pressure and a high amperage (approx. 1A) provides a low system pressure. This amperage is primarily affected by
throttle position. Diagnostic Trouble Code (DTC) AT-132 is stored if the TCM registers that the amperage in the TCM circuit is too high.
Solenoid STH cannot control system pressure.
Substitute value(s)
Possible source(s)
- Defective transmission control module.
Fault symptom(s)
- Deterioration in performance because the TCM prevents activation of the solenoids, this stops gear-shifting. The transmission only operates
in 3rd gear in positions 3 and L, 4th gear in position D and reverse in position R. Shifting can only be carried out manually between 3rd, 4th
and reverse gears.
CAUTION: The ECM posts a DTC when the transmission sends a malfunction indicator lamp (MIL) request. Erase the DTC in the ECM
when the transmission fault has been repaired.
(TCM/AT Codes)/AT-132 Transmission Control Module/Short Circuit In STH Amplifier
Short Circuit In STH Amplifier
Checking Solenoid STH

- Ignition ON.
If reading is OK:
- Proceed to: Erase Diagnostic Trouble Code section below.
Replacing Component
- Ignition OFF.
- Try a new transmission control module (TCM).
Erase Diagnostic Trouble Code

- Ignition ON.
- The transmission control module previously posted a fault.
- Erase diagnostic trouble code (DTC).
Verification
- After carrying out the repair, check that the fault has been remedied as follows:
- Ignition ON.
If reading is OK:
- Fault corrected.
Yes:
No:
- Proceed to: Checking Solenoid STH section above.
SPECIAL TOOLS
CONDITION
Shift solenoids S2 and S1 operate in tandem to control gear-shifting. Solenoid S2 operates when it receives battery voltage from the
Transmission Control Module (TCM) and is activated in reverse, 1st and 2nd gears. Diagnostic Trouble Code (DTC) AT-221 is posted if the
TCM registers a short-circuit to ground in solenoid S2 circuit when the solenoid should not be activated. Solenoid S2 cannot be activated.
SUBSTITUTE VALUE
The TCM limp-home program has been initiated.
POSSIBLE SOURCE
- Defective solenoid
FAULT SYMPTOM(S)
- Deterioration in performance because the TCM prevents activation of the solenoids, this stops gear-shifting. The transmission operates only
in 3rd gear in positions 3 and L, 4th gear in position D and reverse in position R. Shifting can only be carried out manually between 3rd, 4th,
and reverse gear.
NOTE: The Motronic 4.4 ECM posts a DTC when the transmission sends a Malfunction Indicator Lamp (MIL) request. Erase this DTC in
the Motronic ECM when the transmission fault has been repaired.
TESTING PROCEDURE
- Start fault-tracing at Short Circuit To Ground. See: Diagnostic Trouble Code Tests and Associated Procedures/Manufacturer Code
Charts/Transmission Control Module (TCM/AT Codes)/AT-221 Shift Solenoid S2/Short-Circuit To Ground
- Ignition ON.
Yes:
No:
- Proceed to: Checking Signal Wiring Resistance To Ground In The Transmission section below.
Checking Signal Wiring Resistance To Ground In The Transmission

- Ignition OFF.
- Connect an ohmmeter between transmission connector D, terminal 2 (transmission side) and ground.
- The ohmmeter should read 12-18 Ohms.
If reading is OK:
- Proceed to: Checking Solenoid S2 section below.

- Check cable between transmission connector D terminal 2 and transmission control module (TCM) # 31 for a short-circuit to ground.
- Ignition OFF.
If reading is OK:

- Check cable between solenoid S2 and transmission connector D terminal 2 for a short circuit to ground.
Replacing Component
- Ignition OFF.
Verification
- After repairs have been completed they must be verified as follows to ensure the fault has been eliminated:
- Ignition ON.
Yes:
- Fault corrected.
No:
Yes:
No:
Intermittent Fault
- Check cable between solenoid S2 in transmission and transmission control module # 31 for an intermittent short-circuit to ground.
Yes:
No:
- Operation done.
Special Tools:
- 981 3190
- 998 8686

- Shift solenoids S2 and S1 operate in tandem to control gear-shifting. The solenoids are controlled by the amplifier in the transmission control
module (TCM). The transmission control module opens the amplifier to activate the solenoids sending a voltage through the circuit. Solenoid
S2 is activated on 2nd and 3rd gears. Diagnostic trouble code (DTC) AT-222 is stored if the transmission control module registers an
open-circuit or short-circuit to supply voltage in the solenoid S2 circuit when the solenoid should not be activated. Diagnostic trouble code
AT-222 is also stored if the control module registers a short-circuit in the solenoid S2 amplifier when it should not be activated, and the gear
shift selector is in position D, 3, or L. Solenoid S2 cannot be activated or is activated constantly (depending on cause of the fault).
Substitute value(s)
Possible source(s)
- Fault in transmission control module.
Fault symptom(s)
manually between 3rd, 4th, and reverse gears. If there is a short-circuit to supply voltage in the solenoid circuit the transmission will probably
only operate in 3rd gear.
- No reverse gear (depending on fault).
repaired.
(TCM/AT Codes)/AT-222 Shift Solenoid S2/Fault In Solenoid Circuit
Fault In Solenoid Circuit
- Ignition ON.
Yes:
No:
- Proceed to: Checking Power Ground section below.

- Ignition OFF.
- Connect the test box and check ground terminals. Check the power ground carefully.
- The ohmmeter should read approx. 0 Ohms if the power ground is OK.
If reading is OK:
- The diagnostic trouble code (DTC) has been caused by a poor power ground.

- Ignition OFF.
If reading is OK:
- Proceed to: Checking Signal Cable section below.
Checking Signal Cable

- Ignition OFF.
- Connect an ohmmeter between transmission connector D terminal 2 (transmission control module (TCM) side) and # 31 on the test box.
If reading is OK:
- Proceed to: Checking Solenoid S2 Circuit In The Transmission section below.

- Ignition OFF.
- Check cable between transmission connector terminal 2 and transmission control module # 31 for an open-circuit.
Checking Solenoid S2 Circuit In The Transmission

- Ignition OFF.
If reading is OK:
- Proceed to: Checking For Loose Connections And Contact Resistance section below.
- Proceed to: Checking Resistance In Solenoid S2 section below.
Checking For Loose Connections And Contact Resistance

- Ignition OFF.
- The diagnostic trouble code was caused by loose connections in the transmission connector. Check the transmission and transmission control
module connectors for loose connections and remedy and contact resistance and oxidation.
Checking Resistance In Solenoid S2

- Ignition OFF.
If reading is OK:

- Check cable between solenoid S2 and transmission connector D terminal 2 for an open-circuit.
Replacing Component
- Ignition OFF.

- Ignition OFF.
- Ignition ON.
- The voltmeter should read approx. 0 Volts.
If reading is OK:
- Proceed to: Checking Voltage Drop Over Signal Ground And Power Ground section below.
- Proceed to: Checking For A Short-circuit To Supply Voltage section below.
Checking For A Short-circuit To Supply Voltage

- Check cable between solenoid S2 and transmission control module # 31 for a short-circuit to supply voltage.

- Ignition OFF.
- Ignition ON.
- Turn on as many power consuming items as possible.
If reading is OK:
- Proceed to: Checking Transmission Control Module section below.
- Proceed to: Checking For Open-circuit, Contact Resistance And Oxidation section below.

- Ignition OFF.
- Check ground terminals 31/53 and 31/66, cables between ground terminals and transmission control module # 15 and # 1 and transmission
control module connector for an open-circuit and contact resistance and oxidation.
Checking Transmission Control Module

- Ignition OFF.
- Disconnect test box.
- Ignition ON.
- Erase diagnostic trouble code.
- Gear selector in position P.
- Start the engine.
- Wait for about 15 seconds.
- Check to see if the diagnostic trouble code recurs.
- Does the diagnostic trouble code recur?
Yes:
No:
Replacing Component

- Ignition OFF.
- The diagnostic trouble code was caused by loose connections in the transmission control module connector. Check engine control module
connector for contact resistance and oxidation and remedy.
Verification
After repairs have been completed they must be verified as follows to ensure that the fault has been eliminated:
- Ignition OFF.
- Reinstall components, connectors etc.
- Ignition ON.
- Read off solenoid S2 status. Status should alternate between OFF/ON.
- Does the solenoid status alternate between OFF/ON?
Yes:
- Fault corrected.
No:
Yes:
No:
Intermittent Fault
- Check transmission and transmission control module connectors for loose connections and contact resistance and oxidation.
- Check cable between solenoid S2 and transmission control module # 31 for an intermittent open-circuit and an intermittent short-circuit to
supply voltage.
- Check the cable between the positive terminal on the battery and transmission control module # A29 for an intermittent open-circuit.
For intermittent faults fault-tracing is not followed by a verification because the fault is not present at this moment,
Yes:
No:
- Operation done.
SPECIAL TOOLS
CONDITION
The Vehicle Speed Signal (VSS) comes from a sensor on the transmission. The Transmission Control Module (TCM) uses the signal to
select the correct gear. The TCM also uses the transmission speed sensor signal to determine vehicle speed. Diagnostic Trouble Code (DTC)
AT-232 is posted if the TCM registers that there is no VSS signal.
SUBSTITUTE VALUE
POSSIBLE SOURCE
- Signal cable (+) or signal cable (-) short-circuited to ground, supply voltage or each other.
- Defective VSS
FAULT SYMPTOM(S)
- No reduction of system pressure when shifting, making shifting harsher.
- No reduction of system pressure when moving the gear selector between positions P-R, N-R and N-D which causes harsh gear meshing.
NOTE:
- The Motronic 4.4 ECM posts a DTC when the transmission sends a Malfunction Indicator Lamp (MIL) request.
- Erase this DTC in the Motronic ECM when the transmission fault has been repaired.
TESTING PROCEDURE
- Start fault-tracing at Signal Missing. See: Diagnostic Trouble Code Tests and Associated Procedures/Manufacturer Code
Charts/Transmission Control Module (TCM/AT Codes)/AT-232 Speedometer Signal/Signal Missing
Signal Missing
SPECIAL TOOLS
SIGNAL MISSING
1. Checking vehicle speed signal
NOTE: An alternative to the following method is to drive the car on the road.
- Preparation:
Ignition OFF
Raise car so that front wheels rotate freely.
Engine idling.
Select scrolling values.
Read off speed.
Move the gear selector to position D so the front wheels begin to rotate.
- Check that speed increases with engine speed (RPM).
NOTE:
- When the rear wheels are stationary and the front wheels rotate Diagnostic Trouble Codes (DTCs) may can be stored in the ABS system.
- Erase any DTCs stored in the ABS system after fault-tracing.
- Refer to Brakes and Traction Control.
- Ensure that the front wheels are not rotating when the gear shift lever is moved.
- Does speed increase with engine speed (RPM)?
YES: Proceed to step 19

NO: Proceed to step 2
2. Connecting the test box

- Preparation:
Ignition OFF
- Connect the test box and check ground terminals. See: Transmission Control Systems/Testing and Inspection/Pinout Values and
Diagnostic Parameters/Test Box and Parameter Tables
- Then continue with step 3
3. Checking Vehicle Speed Sensor (VSS) circuit.

- Preparation:
Ignition OFF
Transmission Control Module (TCM) disconnected.
- Connect an ohmmeter between #11 (#A11) and #12 (#A12) on the test box.
- The ohmmeter should read 300-600 Ohms
- If reading is OK:
Proceed to step 13
- If reading is incorrect:
Proceed to step 4
4. Checking VSS resistance

- Preparation:
Ignition OFF
Remove the Air Cleaner (ACL) housing to access the VSS connector.
Disconnect the VSS connector.
- Connect an ohmmeter between VSS connector terminals 1 and 2 (VSS side)
- The ohmmeter should read approximately 300-600 Ohms

- If reading is OK:
Proceed to step 6
Proceed to step 5
5. Replacing component
- Preparation:
Ignition OFF
- Try a new VSS, refer to Powertrain Management.
6. Checking resistance in signal (+) cable

- Preparation:
Ignition OFF
VSS disconnected.
- Connect an ohmmeter between VSS connector terminals 1 and #11 (#A11) on the test box.
- The ohmmeter should read approx. 0 Ohms
- If reading is OK:
Proceed to step8
Proceed to step7
7. Checking for an open-circuit

- Check cable between VSS connector terminal 1 and TCM #All for an open-circuit according to step 2 of checking for permanent faults.
See: Transmission Control Systems/Testing and Inspection/Diagnostic Trouble Code Tests and Associated Procedures/Related Tests,
Information and Procedures/Checking For Permanent Faults
8. Checking resistance in signal (-) cable

- Preparation:
Ignition OFF
VSS disconnected.
- Connect an ohmmeter between VSS connector terminals 2 and #12 (#A12) on the test box.
- If reading is OK:
Proceed to step 10
Proceed to step 9

- Check cable between VSS connector terminal 2 and TCM terminal #A12 for an open-circuit according to step 2 of checking for
permanent faults. See: Transmission Control Systems/Testing and Inspection/Diagnostic Trouble Code Tests and Associated
Procedures/Related Tests, Information and Procedures/Checking For Permanent Faults
10. Checking signal cable resistance

- Preparation:
Ignition OFF
VSS disconnected.
TCM disconnected.
- The ohmmeter should read infinite resistance
- If reading is OK:
Proceed to step 11
Proceed to step 12
11. Checking for contact resistance and oxidation.

- Preparation:
Ignition OFF
- The DTC was caused by poor contact in TCM and VSS connectors.
- Check connectors for contact resistance and oxidation and remedy according to step 5 of checking for permanent faults. See:
Transmission Control Systems/Testing and Inspection/Diagnostic Trouble Code Tests and Associated Procedures/Related Tests,
12. Checking for a short-circuit

- Check cable between VSS connector terminal 1 and TCM #All and cable between terminal 2 and TCM #A12 for a short-circuit to each
other.
13. Checking signal cables

- Preparation:
Ignition OFF
Test box connected

Connect TCM
Ignition ON
- Connect a voltmeter between #11 (#A11) and #12 (#A12) on the test box.
- The voltmeter should read approx. 2.5 volts
- If reading is OK:
Proceed to step 14
- If value is lower:
Proceed to step 15
- If value is higher:
Proceed to step 16

- Preparation
Ignition OFF
- The DTC was caused by poor contact in the TCM connector
- Check transmission and control module connectors for contact resistance and oxidation and remedy according to step 5 of checking for

- Check cables between VSS and TCM #All and #A12 for a short-circuit to ground according to step 3 of checking for permanent faults.

- Check cables between VSS and TCM #All and #A12 for a short-circuit to supply voltage according to step 4 of checking for permanent
faults. See: Transmission Control Systems/Testing and Inspection/Diagnostic Trouble Code Tests and Associated Procedures/Related
Tests, Information and Procedures/Checking For Permanent Faults
17. Verification
- After carrying out the repair, check that the fault has been remedied as follows
- Preparation:
Ignition OFF
Reconnect connectors, reinstall components etc.
Engine idling
- Check that speed increases with engine speed (RPM).
NOTE:
- When the rear wheels are stationary and the front wheels rotate DTCs may can be stored in the ABS system.
- Refer to Brakes and Traction Control
- Ensure that the front wheels are not rotating when the gear shift lever is moved.
- Does speed increase with engine speed (RPM)?
YES: Fault corrected
18. Fault-tracing information
- The verification result shows that the fault persists.
YES: Fault not corrected
19. Intermittent fault

- Preparation:
Ignition OFF
- Check VSS and TCM connectors for contact resistance and oxidation according to step 6 of checking for intermittent faults. See:
Information and Procedures/Checking For Intermittent Faults
- Check cables between VSS and TCM #All and #A12 for:
An intermittent open-circuit according to step 2 of checking for intermittent faults. See: Transmission Control Systems/Testing and
Inspection/Diagnostic Trouble Code Tests and Associated Procedures/Related Tests, Information and Procedures/Checking For
Intermittent Faults
An intermittent short-circuit to ground according to step 3 of checking for intermittent faults. See: Transmission Control
Systems/Testing and Inspection/Diagnostic Trouble Code Tests and Associated Procedures/Related Tests, Information and
Procedures/Checking For Intermittent Faults
An intermittent short-circuit to supply voltage according to step 4 of checking for intermittent faults. See: Transmission Control
An intermittent short-circuit to each other.
- For intermittent faults fault-tracing is not followed by a verification because the fault is not present at this moment.
NO: Operation done
SPECIAL TOOLS
CONDITION
The transmission speed signal is sent by a sensor on the transmission. The Transmission Control Module (TCM) uses the signal to determine
the input shaft speed after the torque converter. This signal is used to compare the transmission speed with vehicle speed. The TCM uses this
comparison to calculate gear-shift timing. The transmission speed and vehicle speed data are also utilized in modulating system pressure,
lock-up function control and in torque limiting. The result is smooth gear-shifting. Diagnostic Trouble Code (DTC) AT-311 is posted if the
TCM does not register this signal when vehicle speed exceeds 25 km/h.
SUBSTITUTE VALUE
POSSIBLE SOURCE
- Short-circuit to supply voltage in the signal cable (-).

- Short circuit between the signal (+) wiring and signal (-) wiring.
- Defective speed sensor
FAULT SYMPTOM(S)
- No reduction of system pressure when shifting, making shifting harsher.
- No reduction of system pressure when moving the gear selector between positions P-R, N-R and N-D which causes harsh gear meshing.
NOTE:
- The Motronic 4.4 ECM posts a DTC when the transmission sends a Malfunction Indicator Lamp (MIL) request
TESTING PROCEDURE
- Start fault-tracing at signal missing. See: Diagnostic Trouble Code Tests and Associated Procedures/Manufacturer Code Charts/Transmission
Control Module (TCM/AT Codes)/AT-311 Transmission Speed Sensor/Signal Missing
Signal Missing
SPECIAL TOOLS
SIGNAL MISSING
1. Checking transmission speed signal
- Preparation:
Ignition OFF
Engine idling.
Select scrolling values
Read off transmission input speed.
- Check that the transmission input speed is updated.
- The transmission input speed should increase with engine speed.
NOTE:
- When the rear wheels are stationary and the front wheels rotate Diagnostic Trouble Codes (DTCs) may can be stored in the ABS
system.
- Ensure that the front wheels are not rotating when the gear shift lever is moved
- Is the transmission input speed OK?

- Preparation:
Ignition OFF
3. Checking transmission speed sensor circuit

- Preparation:
Ignition OFF
- Use an ohmmeter to measure between #1 (#A1 ) and #2 (#A2) on the test box.
- If reading is OK:
Proceed to step 13
Proceed to step 4
4. Checking transmission speed sensor resistance

- Preparation:
Ignition OFF
Remove the Air Cleaner (ACL) housing to access the transmission connector.
Disconnect the transmission connector.
TCM disconnected.
- Connect an ohmmeter between the transmission connector terminals 16 and 17 (transmission speed sensor side)
- If reading is OK:
Proceed to step 6
Proceed to step 5
5. Checking for open-circuit and replacement of component

- Preparation:
Ignition OFF
- Check the cables between the transmission speed sensor and transmission connector terminal 16 and 17 for:
An open-circuit according to step 2 of checking for permanent faults. See: Transmission Control Systems/Testing and
Permanent Faults
A short circuit to each other.
- If the wiring is OK, try a new transmission speed sensor, refer to replacement. See: Transmission Control Systems/Sensors and Switches
- Transmission and Drivetrain/Sensors and Switches - A/T/Transmission Speed Sensor/Service and Repair
6. Checking resistance in signal (+) cable

- Preparation:
Ignition OFF
Disconnect transmission connector.
TCM disconnected.
- Connect an ohmmeter between the transmission connector terminal 16 (TCM side) and #1 (#A1) on the test box.

- If reading is OK:
Proceed to step 8
Proceed to step 7

- Check cable between transmission connector terminal 16 and control module #A1 for an open-circuit according to step 2 of checking for
8. Checking resistance in signal (-) cable

- Preparation:
Ignition OFF
TCM disconnected.
- If reading is OK:
Proceed to step 10
Proceed to step 9

- Check cable between transmission connector terminal 17 and control module #A2 for an open-circuit in according to step 2 of checking
for permanent faults. See: Transmission Control Systems/Testing and Inspection/Diagnostic Trouble Code Tests and Associated
10. Checking signal wiring resistance

- Preparation:
Ignition OFF
TCM disconnected
- Use an ohmmeter to measure between #1 (#A1) and #2 (#A2) on the test box.
- If reading is OK:
Proceed to step 11
Proceed to step 12

- Preparation:
Ignition OFF
- The DTC was set because of poor contact in the TCM and transmission connectors.

- Check the cable between the transmission connector terminal 16 and TCM #A1 for short circuit to cable between the transmission
connector terminal 17 and TCM #A2.
13 Checking the signal wiring

- Preparation:
Ignition OFF
Test box connected
Connect TCM
Ignition ON
- Use a voltmeter between #1 (#A1) and #20 (#A20) on the test box.
- The voltmeter should register approx. 2.5 volts
- If reading is OK:
Proceed to step 14
- If value is lower:
Proceed to step 15
- If value is higher:
Proceed to step 16

- Preparation:
Ignition OFF
- The DTC was caused by poor contact in the TCM connector.
- Check transmission and control module connectors for contact resistance and oxidation and remedy according to step 5 of checking for

- Check cables between transmission speed sensor and TCM #A1 and #A2 for short circuit to ground according to step 3 of checking for
16 Checking for a short-circuit

- Check cables between transmission speed sensor and TCM #A1 and #A2 for a short-circuit to supply voltage according to step 3 of
checking for permanent faults. See: Transmission Control Systems/Testing and Inspection/Diagnostic Trouble Code Tests and Associated
17. Verification
- Carry out the following.
- Preparation:
Ignition OFF
Engine idling.
Select scrolling values
Read off transmission input speed.
- Check that the transmission input speed is update.
- The transmission input speed should increase with engine speed.
NOTE:
- When the rear wheels are stationary and the front wheels rotate DTCs may can be stored in the ABS system
- Ensure that the front wheels are not rotating when the gear shift lever is moved
- Is the transmission input speed OK?

18 Fault-tracing information

- Preparation:
Ignition OFF
- Check transmission connector and control module connector for:
Loose connections according to step 5 of checking for intermittent faults. See: Transmission Control Systems/Testing and
Intermittent Faults
Contact resistance and oxidation according to step 6 of checking for permanent faults. See: Transmission Control Systems/Testing
and Inspection/Diagnostic Trouble Code Tests and Associated Procedures/Related Tests, Information and Procedures/Checking For
Permanent Faults
- Check cables between transmission speed sensor and TCM #A1 and #A2 for:
Intermittent Faults
An intermittent short-circuit to ground according to step 3 of checking for permanent faults. See: Transmission Control
Procedures/Checking For Permanent Faults
An intermittent short-circuit to supply voltage according to step 4 of checking for permanent faults. See: Transmission Control
- Check cables between the transmission speed sensor and TCM #A1 and #A2 for an intermittent short-circuit to each other.
NO: Operation done
SPECIAL TOOLS
CONDITION
The gear-shift position sensor signals provide the Transmission Control Module (TCM) with data on the gear selector position. This
information is transmitted by grounding a combination of signals A, B. C and PA inside the gear-shift position sensor. Diagnostic Trouble
Code (DTC) AT-313 is posted if the TCM registers an unacceptable combination of A, B. C and PA for a period of 5 seconds as shown
below.
SUBSTITUTE VALUE
POSSIBLE SOURCE
- Open-circuit in signal cable
- Gear-shift position sensor incorrectly adjusted
- Defective gear-shift position sensor
FAULT SYMPTOM(S)
and reverse gear.
CAUTION: The gear-shift position sensor cannot be short-circuited to supply voltage.
NOTE:
- The Motronic 4.4 Engine Control Module (ECM) posts a DTC when the transmission sends a Malfunction Indicator Lamp (MIL)
request.
TESTING PROCEDURE
- Start fault-tracing at, Faulty signal. See: Diagnostic Trouble Code Tests and Associated Procedures/Manufacturer Code Charts/Transmission
Control Module (TCM/AT Codes)/AT-313 Gear-Shift Position Sensor/Faulty Signal
Faulty Signal
SPECIAL TOOLS
FAULTY SIGNAL
1. Checking gear-shift position sensor
- Preparation:
Ignition ON
Select scrolling value.
Read gear-shift position sensor position.
- Move the gear selector to all shift positions a number of times, and repeatedly select the same position to check the operation of the
gear-shift position sensor.
- Are all values OK?
2. Checking gear-shift position sensor adjustment

- Preparation:
Ignition OFF
- Check gear position sensor adjustment, refer to Transmission Position Switch/Sensor found under Powertrain Management.
- Is the gear-shift position sensor correctly adjusted?
3. Adjusting component
- Adjust gear-shift position sensor according to Transmission Position Switch/Sensor found under Powertrain Management.
4. Checking gear-shift position sensor ground terminal
NOTE: The gear-shift position sensor is grounded via its two retaining screws and its mating surface with the transmission.
- Preparation:
Ignition OFF
- Connect an ohmmeter between gear-shift position sensor casing and transmission housing.
- If reading is OK:
Proceed to step 6
Proceed to step 5
5. Remedying gear-shift position sensor ground terminal

- Remedy gear-shift position sensor ground terminal.
- Check gear-shift position sensor adjustment after corrective action according to Transmission Position Switch/Sensor found under
Powertrain Management.

- Preparation:
Ignition OFF
Connect the test box and check ground terminals. See: Transmission Control Systems/Testing and Inspection/Pinout Values and
7. Checking signal cable resistance to ground

- Preparation:
Ignition OFF
Test box connected
Transmission Control Module (TCM) disconnected
- Connect ohmmeter between test box #20 (#A20) and terminal:
#3 (#A3) "A"
#4 (#A4) "B"
#5 (#A5) "C"
#6 (#As) "PA"
- If reading is OK:
Proceed to step9
Proceed to step8
8. Checking for short-circuit to ground

- Check cable between transmission connector (TCM side) terminal:
1 and TCM #3 "A"
2 and TCM #4 "B"
3 and TCM #5 "C"
4 and TCM #6 "PA" for a short-circuit to ground according to step 3 of checking for permanent faults. See: Transmission Control
9. Checking signal cable resistance

- Preparation:
Ignition OFF
Disconnect transmission connector
- Connect an ohmmeter between transmission connector (TCM side) terminal:
1 and test box #3 (#As) "A"
2 and test box #4 (#A4) "B"
3 and test box #5 (#A5) "C"
4 and test box #6 (#A6) "PA"
- The ohmmeter should read approx. 0 Ohms for all readings.
- If reading is OK:
Proceed to step 11
Proceed to step 10

- Check cable between transmission connector terminal:
1 and TCM #3 "A"
2 and TCM #4 "B"
3 and TCM #5 "C"
4 and TCM #6 "PA"
- Check for open-circuits according to step 2 of checking for permanent faults. See: Transmission Control Systems/Testing and
Permanent Faults
11. Checking for short-circuit to supply voltage in signal cable

- Preparation:
Ignition OFF
Connect TCM
Ignition ON
- Connect an test light (bulb at least 3 watt) between test box #A20 (#A20) and:
#3 (#A3) "A"
#4 (#A4) "B"
#5 (#As) "C"
#6 (#A6) "PA"
- Did the bulb light?
12. Checking for short-circuit to supply voltage

- Check cable between transmission connector terminal:
1 and TCM #3 "A"
2 and TCM #4 "B"
3 and TCM #5 "C"
4 and TCM #6 "PA"
- Check for a short-circuit to supply voltage according to BBA4.
13. Checking gear-shift position sensor operation

- Preparation:
Ignition OFF
Connect transmission connector.
Connect TCM
Ignition ON
Go into scrolling values.
Move the gear-shift position sensor to all shift positions a number of times, and repeatedly select the same position to check the
operation of the gear-shift position sensor.
- If reading is OK:
Proceed to step 14
Proceed to step 15
14. Remedy contact resistance and oxidation

- Preparation:
Ignition OF
- The Diagnostic Trouble Code (DTC) was caused by poor contact in the TCM and transmission connectors

- Try a new gear-shift position sensor, refer to Transmission Position Switch/Sensor found under Powertrain Management.
NOTE: The gear-shift position sensor can break if the signal cable has been short-circuited to supply voltage
- Check the gear position sensor as follows.

- Preparation:
Ignition OFF
TCM connected.
- Ignition ON
- Read gear-shift position sensor position.
- Move the gear selector to all shift positions a number of times, and repeatedly select the same position to check the operation of the
gear-shift position sensor.
17. Verification
Ignition OFF
Reinstall components, components etc.
Ignition ON
Select scrolling values.
Move the gear selector to all shift positions a number of times, and repeatedly select the same position to check the operation of the
gear selector.

- Preparation:
Ignition OFF
- Check that the gear-shift position sensor is securely attached.
- Check control module and transmission connectors and gear-shift position sensor ground terminal for:
Intermittent Faults
Contact resistance and oxidation according to step 6 of checking for intermittent faults. See: Transmission Control Systems/Testing
Intermittent Faults
- Check the cables between the gear-shift position sensor and TCM for:
Intermittent Faults
An intermittent short-circuit to ground according to step 3 of checking for intermittent faults. See: Transmission Control
An intermittent short-circuit to supply voltage according to step 4 of checking for intermittent faults. See: Transmission Control
NO: Operation done
SPECIAL TOOLS
CONDITION
The Transmission Control Module (TCM) calculates the ratio between the transmission input speed and the vehicle speed. There is a specific
ratio for each gear. Diagnostic Trouble Codes (DTCs) AT-321, AT-322, AT323 or AT-324 are posted if the TCM registers a deviation of
more than 10% in these ratios, depending on the gear. Oil temperature must be above +20°C and throttle position above 3%.
SUBSTITUTE VALUE
POSSIBLE SOURCE
- Interference with or faulty transmission speed sensor signal
- Interference with faulty Vehicle Speed Sensor (VSS) signal
- Contact resistance in the Solenoid S1 and S2 circuits.
- Transmission oil level too low.
- Mechanical fault in the transmission. Worn components in the transmission causing slippage or reduced system pressure.
- Defective power ground
- Transmission speed sensor signal cable (-) short circuited to ground.
FAULT SYMPTOM(S)
- Mechanical malfunction. Faults are usually indicated by noise or other obvious function problems.
and reverse gear.
NOTE:
request
TESTING PROCEDURE
- Start fault-tracing at incorrect gear ratio. See: Diagnostic Trouble Code Tests and Associated Procedures/Manufacturer Code
Charts/Transmission Control Module (TCM/AT Codes)/AT-321 Incorrect Gear Ratio/Incorrect Gear Ratio
Incorrect Gear Ratio

SPECIAL TOOLS
INCORRECT GEAR RATIO

1. Checking transmission oil level
- Preparation:
Ignition ON
- Read off oil temperature.
- Check transmission oil, refer to Checking/Adjusting Oil Level. See: Transmission and Drivetrain/Automatic
Transmission/Transaxle/Testing and Inspection
Check level at different temperatures.
- Is level OK?
2. Checking for oil leakage
- Check for oil leaks
- Top up oil to correct level, refer to Checking/Adjusting Oil Level. See: Transmission and Drivetrain/Automatic
NOTE: Driving the car with low oil level may have damaged the transmission. Test drive car to ensure that the transmission is OK.

3. Checking for mechanical faults in the transmission.

- Preparation:
Ignition ON
Note Diagnostic Trouble Code (DTC) frozen values.
Erase (DTCs.
- Test drive car according to Test Drive Form. See: Transmission Control Systems/Testing and Inspection/Initial Inspection and Diagnostic
Overview
- Repeat the driving conditions in force when the DTC was posted.
- Watch the automatic transmission warning light.
- If the warning lamp starts flashing a DTC has been stored.
- Make an immediate note of abnormalities in the operation of the transmission before and after the warning lamp started flashing.
NOTE:
- When DTCs AT321, AT-322, AT-323 or AT-324 are stored the Transmission Control Module (TCM) activates the emergency
"Limp Home" program.
- The transmission will not then operate normally. See "Limp Home" under Emergency Programs. See: Transmission and
Drivetrain/Automatic Transmission/Transaxle/Description and Operation
- Is the transmission exhibiting any obvious mechanical faults or making any noises?
4. Fault-tracing information, refer to Mechanical Malfunction Symptom Tables. See: Transmission and Drivetrain/Automatic

- Preparation:
Ignition OFF
6. Checking transmission speed sensor signal cable (-)

- Preparation:
Ignition OFF
TCM disconnected.
- If reading is OK:
Proceed to step 10
Proceed to step 7
7. Checking transmission speed sensor

- Preparation:
Ignition OFF
- Connect an ohmmeter between transmission connector terminal 17 (transmission speed sensor side) and ground.
- If reading is OK:
Proceed to step 8
Proceed to step 9

- Check cable between transmission connector terminal 17 and TCM #A2 for a short-circuit to ground according to step 3 of checking for
- Preparation:
Ignition OFF
- Try a new transmission speed sensor, refer to Replacement. See: Transmission Control Systems/Sensors and Switches - Transmission and
Drivetrain/Sensors and Switches - A/T/Transmission Speed Sensor/Service and Repair
10. Checking signal from transmission speed sensor

- Preparation:
Ignition OFF
Connect TCM
Connect a multimeter (frequency meter) between #1 (#A1 ) and #2 (#A2) on the test box.
Raise car so that front wheels can rotate freely.
Engine idling.
A/C turned off.
Increase Engine Speed (RPM) to 2,000 rpm.
Keep RPM constant at 2,000 rpm.
NOTE:
- The multimeter should give a stable reading (Hz) when the engine speed is constant and the transmission is not shifting.
NOTE: Ensure that the front wheels are not rotating when the gear shift lever is moved.
- Is the frequency stable?



- Preparation:
Ignition OFF
Disconnect transmission control module (TCM) Connect an ohmmeter between #1 (#A1) and #2 (#A2) on the test box.
- If reading is OK:
Proceed to step 12
Proceed to step 13
12. Checking for sources of interference
- Check that the transmission speed sensor wiring is not too near sources of interference, such as electric motors, ignition cables, mobile
telephone cables etc.
13. Checking the transmission connector

- Preparation:
Ignition OFF
TCM disconnected.
Check TCM connector for contact resistance and oxidation and remedy according to step 5 of checking for permanent faults. See:
- If reading is OK:
Proceed to step 14
Proceed to step 15
- The DTC was caused by poor contact in the transmission connector.

- Preparation:
Ignition OFF
- Try a new transmission speed sensor, refer to replacement. See: Transmission Control Systems/Sensors and Switches - Transmission and

- Preparation:
Ignition OFF
Disconnect TCM
- If reading is OK:
Proceed to step 20
Proceed to step 17

- Preparation:
Ignition OFF
Disconnect transmission speed sensor
- Connect an ohmmeter between transmission speed sensor connector terminal 2 (to transmission speed sensor) and ground.
- If reading is OK:
Proceed to step 18
Proceed to step 19

- Check cable between transmission speed sensor connector terminal 2 and TCM terminal #A12 for a short-circuit to ground according to
step 3 of checking for permanent faults. See: Transmission Control Systems/Testing and Inspection/Diagnostic Trouble Code Tests and
Associated Procedures/Related Tests, Information and Procedures/Checking For Permanent Faults

- Preparation:
Ignition OFF
- Preparation:
Ignition OFF
Connect TCM
Ignition ON
Raise car so that front wheels hang free
Connect a multimeter (frequency meter) between #11 (#A11) and #12 (#A12) on the test box.
Engine idling.
Move the gear selector to position D so the front wheels start to rotate
- Increase engine speed (RPM) to 2,000 rpm and keep engine speed constant.
NOTE:
- When the rear wheels are stationary and the front wheels rotate diagnostic trouble codes (DTCs) may can be stored in the ABS
system.
- Erase any diagnostic trouble codes (DTCs) stored in the ABS system after fault-tracing.
- The multimeter should give a stable reading (Hz) when the speed is constant.


- Preparation:
Ignition OFF
Disconnect TCM
- If reading is OK:
Proceed to step 22
Proceed to step 23
- Check that the transmission speed sensor cables are not too near sources of interference, such as electric motors, ignition cables, mobile
telephone cables etc and that the transmission speed sensor is not loose.
23. Checking transmission speed sensor connector

- Preparation:
Ignition OFF
- Check transmission speed sensor connector for contact resistance and oxidation and remedy according to step 5 of checking for
Connect transmission speed sensor connector.
- If reading is OK:
Proceed to step 24
Proceed to step 25
- The cause of the DTC has been loose connections in the transmission speed sensor connector.

- Preparation:
Ignition OFF
26. Checking resistance in solenoid S1 and S2 circuits

- Preparation:
Ignition OFF
Disconnect TCM
- Connect an ohmmeter between the test box terminals:
#27 (#A27) and #29 (#A29), solenoid S1
#28 (#A28) and #29 (#A29), solenoid S2
- If reading is OK:
Proceed to step 28
Proceed to step 27

- Preparation:
Ignition OFF Check transmission connector for contact resistance and oxidation according to step 5 of checking for permanent faults.

- Preparation:
Ignition OFF Check gear-shift position sensor adjustment. refer to Powertrain Management.
- Is adjustment OK?
29. Checking the transmission control module

- Preparation:
Ignition OFF
Ignition ON
Erase DTCs
- During the test drive the oil temperature should be over +20°C and the throttle opening should be more than 5%.
- DTC AT-321:
Gear selector in position L, speed approx. 30 km/h (1st gear).
Accelerate evenly (engine speed (RPM) over 1,400 rpm).
- DTC AT-322:
Gear selector in position 3, speed approx. 60 km/h.
Move gear selector to position L so that 2nd gear is engaged.
Accelerate evenly (engine speed (RPM) over 1400 rpm).
- DTC AT-323:
Maintain throttle opening at approx. 10% and accelerate evenly (engine speed (RPM) over 1,400 rpm).
- DTC AT-324:
Gear selector in position D, speed approx. 80 km/h.

Maintain throttle opening at approx. 10%.
Accelerate evenly (engine speed (RPM) above approx. 1,400 rpm, 4th gear)
- Stop car
- Check to see if the DTC has been stored again.
- Has the diagnostic trouble code (DTC) been stored again?

- Preparation:
Ignition OFF
- Try a new transmission control module, refer to Replacement. See: Transmission Control Systems/Relays and Modules - Transmission
and Drivetrain/Relays and Modules - A/T/Control Module/Service and Repair
31. Adjusting gear-shift position sensor.

- Preparation:
Ignition OFF
- Adjust gear-shift position sensor, refer to Powertrain Management.
32. Test driving

- Preparation:
Ignition ON
Erase DTCs
Overview
NOTE:
- When DTCs AT321, AT-322, AT-323 or AT-324 are stored the TCM activates the emergency "Limp Home" program.
- The transmission will not then operate normally.
- Refer to Emergency programs for"Limp Home" symptoms. See: Transmission and Drivetrain/Automatic
Transmission/Transaxle/Description and Operation

33. Checking component

- Preparation:
Ignition ON
Erase DTCs
- DTC AT-321:
- DTC AT-322:
- DTC AT-323:
- DTC AT-324:
- Stop car
- Check to see if the DTC has been stored again
- Has the DTC been stored again?

- Preparation:
Ignition OFF
- Try a new transmission according, refer to Replacement. See: Transmission and Drivetrain/Automatic Transmission/Transaxle/Service
and Repair
- Transmission is OK.
- Fault corrected
- Old control module was defective.
- Fault corrected
37. Verification
- Preparation:
Ignition OFF
Ignition ON
Erase DTCs
- Test drive the car
- DTC AT-321:
- DTC AT-322:
- DTC AT-323:
Gear selector in position 3, speed approx. 60 km/h
- DTC AT-324:
Gear selector in position D, speed approx. 80 km/h
Maintain throttle opening at approx. 10%
NOTE:
- Refer to Emergency programs for "Limp Home" symptoms. See: Transmission and Drivetrain/Automatic
Transmission/Transaxle/Service and Repair
- Stop car.
- The DTC does not recur and the transmission is not exhibiting operating faults?
- If reading is OK:
Fault corrected
Proceed to step 38

SPECIAL TOOLS
CONDITION
SUBSTITUTE VALUE
POSSIBLE SOURCE
FAULT SYMPTOM(S)
and reverse gear.
NOTE:
request
TESTING PROCEDURE
Charts/Transmission Control Module (TCM/AT Codes)/AT-324 Incorrect Gear Ratio/Testing

SPECIAL TOOLS

- Preparation:
Ignition ON
- Is level OK?


- Preparation:
Ignition ON
Erase (DTCs.
Overview
NOTE:

- Preparation:
Ignition OFF

- Preparation:
Ignition OFF
TCM disconnected.
- If reading is OK:
Proceed to step 10
Proceed to step 7

- Preparation:
Ignition OFF
- If reading is OK:
Proceed to step 8
Proceed to step 9

- Preparation:
Ignition OFF

- Preparation:
Ignition OFF
Connect TCM
Engine idling.
A/C turned off.
NOTE:



- Preparation:
Ignition OFF
- If reading is OK:
Proceed to step 12
Proceed to step 13

- Preparation:
Ignition OFF
TCM disconnected.
- If reading is OK:
Proceed to step 14
Proceed to step 15

- Preparation:
Ignition OFF

- Preparation:
Ignition OFF
Disconnect TCM
- If reading is OK:
Proceed to step 20
Proceed to step 17

- Preparation:
Ignition OFF
- If reading is OK:
Proceed to step 18
Proceed to step 19


- Preparation:
Ignition OFF
- Preparation:
Ignition OFF
Connect TCM
Ignition ON
Engine idling.
NOTE:
system.


- Preparation:
Ignition OFF
Disconnect TCM
- If reading is OK:
Proceed to step 22
Proceed to step 23

- Preparation:
Ignition OFF
- If reading is OK:
Proceed to step 24
Proceed to step 25

- Preparation:
Ignition OFF

- Preparation:
Ignition OFF
Disconnect TCM
#27 (#A27) and #29 (#A29), solenoid S1
#28 (#A28) and #29 (#A29), solenoid S2
- If reading is OK:
Proceed to step 28
Proceed to step 27

- Preparation:

- Preparation:
- Is adjustment OK?

- Preparation:
Ignition OFF
Ignition ON
Erase DTCs
- DTC AT-321:
- DTC AT-322:
- DTC AT-323:
- DTC AT-324:

- Stop car

- Preparation:
Ignition OFF

- Preparation:
Ignition OFF
32. Test driving

- Preparation:
Ignition ON
Erase DTCs
Overview
NOTE:


- Preparation:
Ignition ON
Erase DTCs
- DTC AT-321:
- DTC AT-322:
- DTC AT-323:
- DTC AT-324:
- Stop car

- Preparation:
Ignition OFF
and Repair
- Fault corrected
- Fault corrected
37. Verification
- Preparation:
Ignition OFF
Ignition ON
Erase DTCs
- DTC AT-321:
- DTC AT-322:
- DTC AT-323:
- DTC AT-324:
NOTE:
- Stop car.
- If reading is OK:
Fault corrected
Proceed to step 38

SPECIAL TOOLS
CONDITION
SUBSTITUTE VALUE
POSSIBLE SOURCE
FAULT SYMPTOM(S)
and reverse gear.
NOTE:
request
TESTING PROCEDURE

SPECIAL TOOLS

- Preparation:
Ignition ON
- Is level OK?


- Preparation:
Ignition ON
Erase (DTCs.
Overview
NOTE:

- Preparation:
Ignition OFF

- Preparation:
Ignition OFF
TCM disconnected.
- If reading is OK:
Proceed to step 10
Proceed to step 7

- Preparation:
Ignition OFF
- If reading is OK:
Proceed to step 8
Proceed to step 9

- Preparation:
Ignition OFF

- Preparation:
Ignition OFF
Connect TCM
Engine idling.
A/C turned off.
NOTE:



- Preparation:
Ignition OFF
- If reading is OK:
Proceed to step 12
Proceed to step 13

- Preparation:
Ignition OFF
TCM disconnected.
- If reading is OK:
Proceed to step 14
Proceed to step 15

- Preparation:
Ignition OFF

- Preparation:
Ignition OFF
Disconnect TCM
- If reading is OK:
Proceed to step 20
Proceed to step 17

- Preparation:
Ignition OFF
- If reading is OK:
Proceed to step 18
Proceed to step 19


- Preparation:
Ignition OFF
- Preparation:
Ignition OFF
Connect TCM
Ignition ON
Engine idling.
NOTE:
system.


- Preparation:
Ignition OFF
Disconnect TCM
- If reading is OK:
Proceed to step 22
Proceed to step 23

- Preparation:
Ignition OFF
- If reading is OK:
Proceed to step 24
Proceed to step 25

- Preparation:
Ignition OFF

- Preparation:
Ignition OFF
Disconnect TCM
#27 (#A27) and #29 (#A29), solenoid S1
#28 (#A28) and #29 (#A29), solenoid S2
- If reading is OK:
Proceed to step 28
Proceed to step 27

- Preparation:

- Preparation:
- Is adjustment OK?

- Preparation:
Ignition OFF
Ignition ON
Erase DTCs
- DTC AT-321:
- DTC AT-322:
- DTC AT-323:
- DTC AT-324:

- Stop car

- Preparation:
Ignition OFF

- Preparation:
Ignition OFF
32. Test driving

- Preparation:
Ignition ON
Erase DTCs
Overview
NOTE:


- Preparation:
Ignition ON
Erase DTCs
- DTC AT-321:
- DTC AT-322:
- DTC AT-323:
- DTC AT-324:
- Stop car

- Preparation:
Ignition OFF
and Repair
- Fault corrected
- Fault corrected
37. Verification
- Preparation:
Ignition OFF
Ignition ON
Erase DTCs
- DTC AT-321:
- DTC AT-322:
- DTC AT-323:
- DTC AT-324:
NOTE:
- Stop car.
- If reading is OK:
Fault corrected
Proceed to step 38
DTC Information
SPECIAL TOOLS
CONDITION
SUBSTITUTE VALUE
POSSIBLE SOURCE
FAULT SYMPTOM(S)
and reverse gear.
NOTE:
request
TESTING PROCEDURE
Testing
SPECIAL TOOLS

- Preparation:
Ignition ON
- Is level OK?


- Preparation:
Ignition ON
Erase (DTCs.
Overview
NOTE:

- Preparation:
Ignition OFF

- Preparation:
Ignition OFF
TCM disconnected.
- If reading is OK:
Proceed to step 10
Proceed to step 7

- Preparation:
Ignition OFF
- If reading is OK:
Proceed to step 8
Proceed to step 9

- Preparation:
Ignition OFF

- Preparation:
Ignition OFF
Connect TCM
Engine idling.
A/C turned off.
NOTE:



- Preparation:
Ignition OFF
- If reading is OK:
Proceed to step 12
Proceed to step 13

- Preparation:
Ignition OFF
TCM disconnected.
- If reading is OK:
Proceed to step 14
Proceed to step 15

- Preparation:
Ignition OFF

- Preparation:
Ignition OFF
Disconnect TCM
- If reading is OK:
Proceed to step 20
Proceed to step 17

- Preparation:
Ignition OFF
- If reading is OK:
Proceed to step 18
Proceed to step 19


- Preparation:
Ignition OFF
- Preparation:
Ignition OFF
Connect TCM
Ignition ON
Engine idling.
NOTE:
system.


- Preparation:
Ignition OFF
Disconnect TCM
- If reading is OK:
Proceed to step 22
Proceed to step 23

- Preparation:
Ignition OFF
- If reading is OK:
Proceed to step 24
Proceed to step 25

- Preparation:
Ignition OFF

- Preparation:
Ignition OFF
Disconnect TCM
#27 (#A27) and #29 (#A29), solenoid S1
#28 (#A28) and #29 (#A29), solenoid S2
- If reading is OK:
Proceed to step 28
Proceed to step 27

- Preparation:

- Preparation:
- Is adjustment OK?

- Preparation:
Ignition OFF
Ignition ON
Erase DTCs
- DTC AT-321:
- DTC AT-322:
- DTC AT-323:
- DTC AT-324:

- Stop car

- Preparation:
Ignition OFF

- Preparation:
Ignition OFF
32. Test driving

- Preparation:
Ignition ON
Erase DTCs
Overview
NOTE:


- Preparation:
Ignition ON
Erase DTCs
- DTC AT-321:
- DTC AT-322:
- DTC AT-323:
- DTC AT-324:
- Stop car

- Preparation:
Ignition OFF
and Repair
- Fault corrected
- Fault corrected
37. Verification
- Preparation:
Ignition OFF
Ignition ON
Erase DTCs
- DTC AT-321:
- DTC AT-322:
- DTC AT-323:
- DTC AT-324:
NOTE:
- Stop car.
- If reading is OK:
Fault corrected
Proceed to step 38

Special Tools:
- 998 8686

- Lock-up solenoid SL controls the transmission lock-up function. Solenoid SL operates when it receives battery voltage from the transmission
control module (TCM) and is activated during different driving conditions depending on road speed, throttle position and the driving mode
selected. Diagnostic trouble code (DTC) AT-331 is stored if the transmission control module registers a short-circuit to supply voltage in the
solenoid SL circuit when the solenoid should not be activated. Solenoid SL is probably permanently activated.
Substitute value(s)
- The transmission control module "Emergency mode I" program has been initiated.
Possible source(s)
Fault symptom(s)
- Since the solenoid is permanently activated the lockup function is permanently engaged on 2nd, 3rd and 4th gears. Harsh gear shifting.
Engine braking on 2nd, 3rd and 4th gears.
(TCM/AT Codes)/AT-331 Lock-Up Solenoid SL/Short Circuit To Supply
Short Circuit To Supply
SPECIAL TOOLS
SHORT-CIRCUIT TO SUPPLY
1. Checking, Lock-up solenoid SL
- Preparation:
Ignition ON
Move gear selector to position P.
- Activate solenoid SL.
- Read off the solenoid status.
- The status should alternate between OFF/ON.
NO: Proceed to step 2Yes:
2. Checking for short-circuit

- Preparation:
Ignition ON
- Check wiring between solenoid SL and Transmission Control Module (TCM) #A9 for short-circuit to supply according to step 4 of
3. Verification
- Preparation:
Ignition ON
- Read off status for solenoid SL.
- Preparation:
Ignition OFF
- Check wiring between solenoid SL and TCM #A9 for intermittent short-circuit to supply according to step 4 of checking for intermittent
Tests, Information and Procedures/Checking For Intermittent Faults
NO: Operation done

Special Tools:
- 998 8686

selected. Diagnostic trouble code (DTC) AT-332 is stored if the transmission control module registers an open-circuit in the solenoid SL
circuit when the solenoid should not be activated. Solenoid SL cannot be activated.
- Diagnostic trouble code AT-332 is also stored if the transmission control module registers a short-circuit in the solenoid SL amplifier when
this should not be activated. Solenoid SL cannot then be activated.
Substitute value(s)
Possible source(s)
Fault symptom(s)
- No adaption of the gear slippage times at high altitude (High Altitude Compensation).
(TCM/AT Codes)/AT-332 Lock-Up Solenoid SL/Open-Circuit
Open-Circuit
SPECIAL TOOLS
OPEN-CIRCUIT
1. Checking lock-up solenoid SL
- Preparation:
Ignition ON
2. Checking power ground

- Preparation:
Ignition OFF
- Are the ground terminals OK?
- The cause of the Diagnostic Trouble Code (DTC) has been a poor power ground.
4. Checking resistance in solenoid SL circuit

- Preparation:
Ignition OFF
- If reading is OK:
Proceed to step 5
Proceed to step 8
5. Checking control module

- Preparation:
Ignition ON
- Read off solenoid SL status.
- Its status should alternate between OFF/ON.

- Preparation:
Ignition OFF
- The DTC was caused by poor contact in the TCM connector.
- Check connector for contact resistance and oxidation and remedy according to step 5 of checking for permanent faults. See: Transmission
Control Systems/Testing and Inspection/Diagnostic Trouble Code Tests and Associated Procedures/Related Tests, Information and
8. Checking signal cable

- Preparation:
Ignition OFF
Remove the Air Cleaner (ACL) housing to access the transmission connector.
- If reading is OK:
Proceed to step 10
Proceed to step 9

- Check the cable between the transmission connector terminal 23 and TCM #A9 for an open-circuit according to step 2 of checking for
10. Checking solenoid SL circuit in the transmission

- Preparation:
Ignition OFF
Disconnect transmission connector
- Connect an ohmmeter between the transmission connector terminal 23 (transmission side) and the transmission housing.
- If reading is OK:
Proceed to step 11
- If reading is incorrect
Proceed to step 12

- Preparation:
Ignition OFF
- The DTC was set because of poor contact in the transmission connector.
- Check transmission and TCM connectors for contact resistance and oxidation and remedy according to step 5 of checking for permanent
Tests, Information and Procedures/Checking For Permanent Faults
12. Checking resistance in solenoid SL

- Preparation:
Ignition OFF
Open the control system according to steps 1 through 14. See: Transmission and Drivetrain/Automatic Transmission/Transaxle/Valve
Body/Service and Repair
Disconnect solenoid SL.
- Connect an ohmmeter between the pin on solenoid SL and the transmission housing (ground point).
- If reading is OK:
Proceed to step 13
Proceed to step 14

- Preparation:
Ignition OFF
- Check the cable between solenoid SL and transmission connector terminal 23 for an open-circuit according to step 2 of checking for
- Refer to replacing cable harness. See: Transmission and Drivetrain/Automatic Transmission/Transaxle/Valve Body/Service and Repair

- Preparation:
Ignition OFF
- Try a new solenoid SL according to step 21 of Shift Solenoid Inspection/Replacement. See: Transmission Control Systems/Actuators and
Solenoids - Transmission and Drivetrain/Actuators and Solenoids - A/T/Shift Solenoid/Service and Repair
15. Verification
- Preparation:
Ignition OFF
Reconnect the connectors, reinstall components etc.
Ignition ON
- Does the status alternate between OFF/ON??

- Preparation:
Ignition OFF
- Check transmission and TCM connectors for:
Intermittent Faults
Contact resistance and oxidation according to step 6 of checking for intermittent faults. See: Transmission Control Systems/Testing
Intermittent Faults
- Check cable between solenoid SL in the transmission and TCM #A9 for an intermittent open-circuit according to step 2 of checking for
intermittent faults. See: Transmission Control Systems/Testing and Inspection/Diagnostic Trouble Code Tests and Associated
Procedures/Related Tests, Information and Procedures/Checking For Intermittent Faults
- Check cable between ground terminal 31/32 and TCM #A29 for an intermittent open-circuit according to step 2 of checking for
intermittent faults. See: Transmission Control Systems/Testing and Inspection/Diagnostic Trouble Code Tests and Associated
Procedures/Related Tests, Information and Procedures/Checking For Intermittent Faults
- Check ground terminal 31/32 for contact resistance and oxidation according to step 6 of checking for intermittent faults. See:
Information and Procedures/Checking For Intermittent Faults

NO: Operation done

Special Tools:
- 981 3190
- 998 8686

selected. Diagnostic trouble code (DTC) AT-333 is stored if the transmission control module registers a short-circuit to ground in the
solenoid SL circuit when the solenoid should be activated. Solenoid SL cannot then be activated.
Substitute value(s)
Possible source(s)
Fault symptom(s)
(TCM/AT Codes)/AT-333 Lock-Up Solenoid SL/Short-Circuit To Ground
SPECIAL TOOLS
SHORT-CIRCUIT TO GROUND
1. Checking lock up solenoid SL
- Preparation:
Ignition ON
Move gear selector to position P
- Activate solenoid SL
- Read off the solenoid status
- The status can alternate between OFF/ON.

- Preparation:
Ignition OFF
- Connect the Test Box and check ground points. See: Transmission Control Systems/Testing and Inspection/Pinout Values and Diagnostic
Parameters/Test Box and Parameter Tables
3. Checking resistance in-circuit to solenoid SL

- Preparation:
Ignition OFF
- Connect an ohmmeter between #9 (A#9) and #29 (A#29) on the test box.
- The ohmmeter should indicate 12-18 Ohms
- If reading is OK:
Proceed to step 4
Proceed to step 7

- Preparation:
Ignition OFF
Reconnect the connectors, reinstall components etc.
Ignition ON
NO: Proceed to step
- According to this fault-tracing procedure the fault is no longer present.
- Fault corrected
- Preparation:
Ignition OFF
- Try a new TCM, refer to replacement. See: Transmission Control Systems/Relays and Modules - Transmission and Drivetrain/Relays and
Modules - A/T/Control Module/Service and Repair
7. Checking the signal wiring resistance to ground in the transmission

- Preparation:
Ignition OFF
Remove the Air Cleaner (ACL) housing to access the transmission connector
Disconnect the transmission connector
- Connect an ohmmeter between the transmission connector terminal 23 (transmission side) and the transmission housing.
- The ohmmeter should read approximately 10-15 Ohms
- If reading is OK:
Proceed to step 8
Proceed to step 9

- Preparation:
Ignition OFF
Connector disconnected
- Check the cable between the transmission connector terminal 23 and TCM #A9 for short-circuit in the circuit according to step 3 of
9. Checking resistance in lock-up solenoid SL

- Preparation:
Ignition OFF
Open the control system, according to steps 1 through 14. See: Transmission and Drivetrain/Automatic Transmission/Transaxle/Valve
Body/Service and Repair
Disconnect solenoid SL.
- Use an ohmmeter to measure between the pin on solenoid SL and the transmission housing.
- The ohmmeter should indicate 10-15 Ohms
- If reading is OK:
Then continue with step 10
Then continue with step 11

- Preparation:
Ignition OFF
Control system open.
- Check the cable between the solenoid SL and transmission connector terminal 23 for short-circuit to ground according to step 3 of
- If replacing cable harness, refer to Solenoid Wire Harness Inspection/Replacement. See: Transmission and Drivetrain/Automatic
Transmission/Transaxle/Valve Body/Service and Repair

- Preparation:
Ignition OFF
- Try a new solenoid SL according to step 21 of Shift Solenoid Inspection/Replacement. See: Transmission Control Systems/Actuators and
Solenoids - Transmission and Drivetrain/Actuators and Solenoids - A/T/Shift Solenoid/Service and Repair
12. Verification
- Preparation:
Ignition OFF
Move gear selector to position P
- Activate solenoid SL
- Read off the solenoid status

- Check the wiring between solenoid SL in the transmission and TCM #A9 for intermittent short-circuit to ground according to step 3 of
checking for intermittent faults. See: Transmission Control Systems/Testing and Inspection/Diagnostic Trouble Code Tests and
Associated Procedures/Related Tests, Information and Procedures/Checking For Intermittent Faults
NO: Operation done

Special Tools:
- 981 3190
- 998 8686

- The transmission control module (TCM) calculates the ratio between the torque converter input speed (engine speed RPM) and the
transmission speed after the torque converter. Diagnostic trouble code (DTC) AT-341 is stored if the transmission control module registers a
difference of over 100 rpm between the speeds, even though the lock-up function is activated.
Substitute value(s)
Possible source(s)
- Mechanical fault in the transmission.
Fault symptom(s)
(TCM/AT Codes)/AT-341 Lock-Up Function/Slipping Or Not Engaged
Slipping Or Not Engaged

- Check that the transmission control module (TCM) has the correct P/N. Compare the transmission control module P/N with the engine and
transmission specifications.
- Is the transmission control module P/N correct?
Yes:
- Proceed to: Connecting The Test Box section below.
No:
Replacing Component
Connecting The Test Box

- Ignition OFF.
- Proceed to: Checking Resistance In Solenoid SL Circuit section below.
Checking Resistance In Solenoid SL Circuit

- Ignition OFF.
If reading is OK:

- Check transmission and transmission control module connectors for contact resistance and oxidation and remedy.
Test Driving
- Ignition OFF.
- Reconnect connectors, reinstall components.
- Read off diagnostic trouble code (DTC) counter and note value.
- For the driving conditions required to engage and disengage lock-up. See: Diagnostic Trouble Code Tests and Associated
Procedures/Manufacturer Code Charts/Transmission Control Module (TCM/AT Codes)/AT-341 Lock-Up Function/Lock-Up
- The transmission should have normal operating temperature when test driving because lock-up engagement is dependent on the temperature
of the oil in the transmission.
NOTE: Do not switch OFF ignition.
- Read off diagnostic trouble code counter with-out switching OFF the ignition.
- Is counter value greater than 0?
Yes:
- Fault corrected.
No:
- Proceed to: Checking Mechanical Faults section below.
Checking Mechanical Faults

- Check and remedy mechanical transmission faults.
- Proceed to: Test Driving section above.
Lock-Up
The torque converter lock-up, as with the shifting speeds, occurs at different speeds depending on which driving mode and gear has been selected
and engaged at any particular time. As well as vehicle speed the transmission and outside air temperature and engine load are taken into
consideration.
The lock-up function is also controlled by the temperature of the oil in the transmission, and, because of the oil temperature sensor location in the
transmission a tolerance of ±10% must be allowed for when using vehicle speeds contained in the tables. (The oil temperature sensor is not located
in the hottest part of the transmission).
Lock-up engagement normally occurs only in 4th gear in the D position and in 3rd gear in the 3 position, but lock-up can also be engaged in 3rd
and 2nd gear at high transmission oil temperatures. Lock-up is always disengaged if the throttle opening is below 3% regardless of the vehicle
speed.
TCM-XXXX - Unknown Diagnostic Trouble Code (DTC) For the Current Control Module Version
Reading Off Diagnostic Trouble Codes (DTCs)
- Ignition on.
Read off the diagnostic trouble code (DTC) that is stored in the car.
Make a note of the code. Report the code to VIDA customer support.
CONTINUE: Refer to Trouble Code Descriptions. See: Transmission Control Systems/Testing and Inspection/Diagnostic Trouble Code
Descriptions
aside from a conversion from P Codes to Volvo ECM Codes. See: Diagnostic Trouble Code Descriptions
Checking Wiring and Terminals - Intermittent Faults
Checking Wiring And Terminals - Intermittent Faults
Inspect terminals visually
To repair wiring and cable terminals, see Wiring repairs, Wiring repairs and replacing cable terminals, 850, 900.
Checks:
- Using a loose male connector, test to see if the female connector provides a good contact and that the pin remains in place when the male
connector is pulled lightly
- Shake the cable lightly and pull on connectors during measurement to locate damage.
Open-circuit, intermittent faults
An open-circuit in a cable will be indicated by the loss of a function (or functions).
Chafed and broken leads are common causes of faults.
Checks:
Check the cables visually according to (LA1).
The ohmmeter should read approximately 0 [ohm] if there is no open-circuit in the cable.
If the reading is not Correct. Replace the cable and/or continue according to (LA6).
Always check the control module and control module box connectors to ensure that their pins and sockets are not bent or damaged, this may cause
faults.
Check pins and terminals particularly carefully.
Short-circuit to ground, intermittent faults

cable.
Checks:
- Check the cables visually according to (LA1). Activate all switches and sensors in the circuit. Check whether the fuse blows
Connect an ohmmeter between cable and ground.
If the value is not correct, try a new cable and/or continue according to (LA6).
Short-circuit to supply voltage, intermittent faults
A short-circuit between a cable and supply voltage is often indicated by the loss of a function or a fuse blowing when a current is passed through
the cable.
Checks:
- Check the cables visually according to (LA1). Use a voltmeter to take readings at various points in the circuit while operating switches and
sensors.
The voltmeter reading depends on the circuit being tested and the positions of switches and sensors. Use the wiring diagram to determine the
correct voltage in the circuit.
If the reading is not correct. Replace the cable and/or continue according to (LA6).
Loose connections (terminals)

Loose connections in terminals may be caused by oxidation of the pins and sockets, or by a faulty connection of a cable to its cable terminal.
Loose connections produce the same faults as an intermittent open-circuit in a cable.
Checks:
- Inspect terminals visually according to (LA1). Continue according to (LA6).
In theory, the resistance across contacts, leads and terminals should be 0 [ohm]. However, there is always some resistance due to terminal
oxidation.
If resistance is too great there will be function problems.

The magnitude of the resistance before it causes a malfunction depends on the circuit load. A guideline would be a few ohms.
- Ignition off

- Press grease, P/N 1161417-9, into the terminals directly from the tube
- Check that all the cavities in the connectors are filled
- Use a loose male pin to ensure that contact in sockets is good. The pin should remain in position when pulled gently.
Checking Wiring and Terminals - Permanent Faults

Checking Wiring And Terminals - Permanent Faults
Check Terminals Visually
Checks:

- Use a separate male terminal to check the female terminal. Check that they are secure. Pull on the pin.
Open-circuit, permanent faults
An open-circuit in a cable is indicated by a loss of one or more functions.
Chafed and broken cables or terminals that have come loose are common causes of faults in electrical systems.
Checks:
The ohmmeter should read approximately 0 [ohm] if there is no open-circuit in the cable.
Always check the control module and control module box connectors to ensure that their pins and sockets are not bent or damaged, as this can
cause faults.
Check pins and terminals particularly for this fault. See (LA1).
Short-circuit to ground, permanent faults
cable.
Checks:
- Activate all switches and sensors in the circuit. Check whether the fuse blows
Use an ohmmeter to take a resistance reading between the cable and ground.
Short-circuit to supply voltage. Permanent faults
A short-circuit between a cable and supply voltage is often indicated by the loss of a function or a fuse blowing when voltage is passed through the
cable.
Checks:
- Use a voltmeter to take readings at various points in the circuit while operating switches and sensors.
Voltmeter readings will depend on which circuit is tested and the status of switches and sensors. Use the wiring diagram to determine the correct
voltage in the circuit.
In theory, the resistance across contacts, leads and terminals should be 0 [ohm]. However, there is always some resistance due to terminal
oxidation.
If this resistance becomes too great the result will be a malfunction. The magnitude of the resistance before it causes a malfunction depends on the
circuit load.
Checks:
- Check the cables visually according to (LA1).
- Ignition off
- Press grease, P/N 1161417-9, into the female sockets directly from tube
- Check that all the terminal cavities are filled
- Use a loose male pin to ensure that the connection in the sockets is good. The pin should remain in position when pulled gently.
Check For Air Leaks In the Intake System

CHECK FOR AIR LEAKS IN THE INTAKE SYSTEM
Preparations
Check that all hoses are undamaged and are in place with their hose clips tightened.
Connecting
Remove fresh air hose from mass air flow (MAF) sensor.
Install tool 999 5545 with pressure regulator 999 5544 on fresh air hose and tighten hose clamp.
Use hose clip to seal crankcase ventilation hose.
Remove oil filler cap.
Remove the lower hose from the canister purge (CP) valve.
Check
Connect the compressed air hose and adjust the regulator to obtain a pressure of maximum 0.3 bar.
A gentle hissing sound can be heard from the oil filler opening. This is due to the opening of an intake valve and the leakage of cylinder pressure
past the piston rings.
If a leak is suspected spray a soap solution onto the area.
Small bubbles are permissible between throttle body (TB) and intake hose (if made of plastic). No bubbles are permissible with rubber hose.
Check for air leakage from canister purge (CP) valve. No leakage is permissible.
Checking For Air Leakage In the Exhaust System

CHECKING FOR AIR LEAKAGE IN THE EXHAUST SYSTEM
Special tools: 999 5544, 999 7085
Note! The illustrations in this service information are used for different model years and/or models. Some variation may occur. However, the
Preparatory work
Removing components
Remove:
- the nut where the three-way catalytic converter (TWC) and exhaust system separate
Note! Use rust solvent or similar on the nuts.
- the gasket. Separate the exhaust system from the three-way catalytic converter (TWC).
Installing tool
Install:
- The tool (1) 999 7085 using a new gasket pressure regulator 999 5544 on tool 999 7085.
Adjust the pressure to 0.4 bar.
Cleaning and checking

Check
Check the exhaust system by spraying a soap solution on all joints and connections between the cylinder head and the rear heated oxygen sensor
(HO2S). Only very small and slow bubbles are permissible.
Finishing
Removing tools
Remove:
- pressure regulator 999 5544 tool 999 7085.
Install:
- a new gasket where the exhaust system and three-way catalytic converter (TWC) divide
- a new nut for the exhaust system. Tighten.
Start the engine. Check for leaks where the threeway catalytic converter (TWC) and the exhaust system divide.
Checking Oil Pressure

Checking Oil Pressure
Use oil pressure gauge kit 999 5270.

Adapter 999 5273, hose 999 5272 and gauge 999 5271.
Connect these items to the hole on the cylinder block for the oil pressure sensor.
Start the engine. Read off the oil pressure at different engine speeds (RPM).
Oil Pressure At RPM
Minimum oil pressure table
Note: The relief valve begins to open at 0.5 MPa.
Remove the tools.

Use a new gasket when installing the oil pressure sensor.
Tighten to 25 Nm.
Checking Power and Ground Terminals

Checking Power Supply and Ground Terminal, Engine Control Module (ECM)
Checking the power supply

- Check fuse 11 the integrated relay/fusebox in the passenger compartment. If the fuse is blown, check the circuit after the fuse for a
short-circuit to ground according to Checking wiring and terminals - Permanent faults
- Check fuse 13 the integrated relay/fusebox in the engine compartment. If the fuse is blown, check the circuit after the fuse for a short-circuit
to ground according to Checking wiring and terminals - Permanent faults
- Check the power supply to terminal 29. The voltage should be approximately battery voltage with the ignition on
- Check the power supply to terminal 66. The voltage should be approximately battery voltage for 2 seconds after the ignition is switched on
- Check the power supply to terminal 30. The voltage should be approximately battery voltage for 2 seconds after the ignition is switched on
Checking the ground terminal

- Check the ground lead at engine control module (ECM) terminals 3, 28, 33 and 67 for an open-circuit according to Checking wiring and
terminals - Permanent faults
- Check the ground terminal on the engine control module (ECM) for contact resistance and oxidation according to Checking wiring and
Remedy as necessary
Other information
ECM (EMS 2000)
- For further information about the circuit, see the relevant wiring diagram.
Leak Diagnostics
LEAK DIAGNOSTIC
General
EVAP system.
Function test

Leak diagnostic
Checking Torque Limiting - DSA

- Ignition off.
- Start the engine.
- Activate torque limiting by clicking on the VCT 2000 symbol.
- Check that the engine is uneven when idling.
Checking the DSA Warning Lamp

- Ignition off.
- Start the engine.
- Activate the DSA warning lamp by clicking on the VCT 2000 symbol.
- Check that the warning lamp flashes at a frequency of 1.8Hz.
Testing Components and Functions - DSA

Resetting The Wheel Adaptation
If, for example, a tire is suddenly punctured while driving or the air pressure in a tire rapidly deviates, there will be deviation between the wheels.
The DSA control module adaptation will then quickly adapt the wheel speed to even out the speed of all wheels. This is so the DSA control module
can base its calculation on the same wheel speed levels.
When the punctured tire is repaired, or the air pressure returns to normal, the wheel adaptation values will no longer be correct. Before the DSA
control module has had time to re-adapt the wheel speed, the anti-spin control may start slightly earlier or later than normal. If these symptoms
occur, the wheel adaptation must be reset and the car test driven. This is in order to give the DSA control module the chance to adapt the wheel
speed signals.
- Ignition on.
- Use the Reset adaptation function to reset the wheel adaptation.
Test drive the car: Drive slowly. Then accelerate rapidly for approximately 4 seconds. Then release the accelerator pedal (AP) quickly. Let the car
engine brake for approximately 4 seconds. Repeat this one more time.
The wheel speed signals have now been adapted.
Component Access/Replace Procedures

Checking / Replacing the Thermostat
Draining coolant



Marking: 90

Fill with coolant
Description of Activation
Hint: Activate components and/or functions by clicking the VCT2000 symbol.
Note! Components cannot be activated when the engine is running.
Many of these activations will cause the Fuel Pump (FP) to start. This is because the system relay is activated to supply the components with
power.
Parameter, Digital Display DSA

Parameter, Digital Display DSA
- Ignition on or start the engine.

Read off the parameters by clicking on the symbol for VCT 2000.
For information about the different parameters See: Scan Tool Testing and Procedures/Graphical Plotters/Parameter Read Off - Digital Display
Less than 0 - See: Scan Tool Testing and Procedures/Graphical Plotters/Parameter Read Off - Digital Display/Communication Fault
Greater than 0 - See: Scan Tool Testing and Procedures/Graphical Plotters/Parameter Read Off - Digital Display/Communication Fault
Communication Fault
Communication Fault

- VCT 2000 disconnected from data link connector (DLC).
Check therefore:
- that battery voltage (system voltage) is normal (approximately 12 V). If necessary a battery charger can be connected during the test. For
information about charge currents and the battery, See: Starting and Charging/Battery
- that VCT 2000 is correctly connected to VIDA cart/switch and data link connector (DLC).
Try to establish communication again or exit reading off diagnostic trouble codes (DTCs). Depending on the communication fault, select one of the
- Try again.
- Exit fault-tracing/Read off from next system.
Which alternative is requested?
1 - See: Scan Tool Testing and Procedures/Graphical Plotters/Parameter Read Off - Digital Display/Parameter, Digital Display DSA
2 - See: Scan Tool Testing and Procedures/Graphical Plotters/Parameter Read Off - Digital Display/Selecting the Model
3 - Test Complete
Selecting the Model
Selecting the model

- V70 2000-, S60 and S80
- V70 -2000 and S70/C70
- S40/V40
1 - See: Scan Tool Testing and Procedures/Graphical Plotters/Parameter Read Off - Digital Display/Checking Communication Faults,
Model V70 2000-, S60 and S80
2 - See: Scan Tool Testing and Procedures/Graphical Plotters/Parameter Read Off - Digital Display/Checking Communication Problems,
V70 - 2000 and S70/C70 Models
3 - See: Scan Tool Testing and Procedures/Graphical Plotters/Parameter Read Off - Digital Display/Checking Communication Problems,
S40/V40 Models
Checking Communication Faults, Model V70 2000-, S60 and S80

Checking Communication Faults, Model V70 2000-, S60 And S80

- Check the power supply to the data link connector (DLC) terminal #16. The voltage must be approximately battery voltage
- Check the cable for power ground and signal ground to the data link connector (DLC) terminals #4 and #5.
Hint: When the VCT2000 is connected to the data link connector (DLC) (is powered up) the indicator LED lights green. The indicator LED then
- Check the communication cable between the data link connector (DLC) terminal #7 and central electronic module (CEM) terminal #D6 and
with other connected control modules. Check for an open-circuit. See Checking wiring and terminals - Permanent faults. Check for a
short-circuit to ground. See Checking wiring and terminals - Permanent faults. Check for a short-circuit to supply voltage. See Checking
CAUTION
The first time there is communication on this cable, the low and high speed network cables are connected between the data link connector
(DLC) and central electronic module (CEM) to the other network in the car. This is controlled via a relay in the central electronic module
(CEM).
- For communication problems with control modules on the high speed network, check the communication cables between data link
connector (DLC) terminals #6 and #14 and central electronic module (CEM) terminals #B7 and #B8. For, communication problems with
control modules on the low speed network, check the communication cables between data link connector (DLC) terminals #3 and #11 and
central electronic module (CEM) terminals #B19 and #B20. Check these cables for an open-circuit, a short-circuit to ground and a
short-circuit to supply voltage according to the references above
- Also check the communication cables for the low and high speed networks between the central electronic module (CEM) and the other
connected control modules according to the above fault-tracing.
Control modules
CAUTION
If none of the above checks help, try reading off the diagnostic trouble codes (DTCs) in the central electronic module. This is carried out
VCT2000 and wiring

Checking Communication Problems, V70 - 2000 and S70/C70 Models

Checking Communication Problems, V70 - 2000 And S70/C70 Models

- Check the communication cable between the data link connector (DLC) terminal #7 and combined instrument panel terminal #B4 and with
other connected control modules. Check for an open-circuit. See Checking wiring and terminals - Permanent faults. Check for a
CAUTION
there is communication on this cable, the high speed network cables are connected between the data link connector (DLC) and the
- Check the communication cables between data link connector (DLC) terminals #6 and #14 and combined instrument panel terminals #A19
and #A20. Check the cables for an open-circuit, short-circuit to ground and a short-circuit to supply voltage according to the above references
modules according to the above fault-tracing.
- Check the communication cable between the data link connector (DLC) terminal #13 and the cruise control control module. Check the cable
for an open-circuit, short-circuit to ground and a short-circuit to supply voltage according to the above references.

- Check the communication cable between data link connector (DLC) terminal #3 and the engine control module (ECM). Check the cable for
an open-circuit, short-circuit to ground and a short-circuit to supply voltage according to the above references.
Control modules
CAUTION
If none of the above checks help, try reading off the diagnostic trouble codes (DTCs) in the combined instrument panel. This is carried out
VCT2000 and wiring

Checking Communication Problems, S40/V40 Models


- Check the communication cables between data link connector (DLC) terminal #7 and the connected control modules. Check for an
open-circuit. See Checking wiring and terminals - Permanent faults. Check for a short-circuit to ground. See Checking wiring and
terminals - Permanent faults. Check for a short-circuit to supply voltage. See Checking wiring and terminals - Permanent faults.
Communication cable for engine management system Fenix 5.1 and diesel (not Lucas)
- Check the communication cables between the data link connector (DLC) terminal #11/#15 and the engine control module (ECM). Check the
cable for an open-circuit, short-circuit to ground and a short-circuit to supply voltage according to the above references.
Control modules
VCT2000 and wiring

Parameter Read-Out - Graphic Display

Parameter Read Off - Graphic Display
- Start the engine.
Activate reading off the parameters: Click on the VCT2000 symbol.
For information about the different parameters, See: Scan Tool Testing and Procedures/Graphical Plotters/Parameter Read Off - Digital Display
Less than 0 - See: Scan Tool Testing and Procedures/Graphical Plotters/Parameter Read-Out - Graphic Display/Communication Fault
Greater than 0 - See: Scan Tool Testing and Procedures/Graphical Plotters/Parameter Read-Out - Graphic Display/Communication Fault
Communication Fault
Communication Fault

Check therefore:
- Try again.
1 - See: Scan Tool Testing and Procedures/Graphical Plotters/Parameter Read-Out - Graphic Display/Parameter Read-Out - Graphic
Display
2 - See: Scan Tool Testing and Procedures/Graphical Plotters/Parameter Read-Out - Graphic Display/Selecting the Model
3 - Test Complete
Selecting the Model

Selecting The Model

- V70 2000-, S60 and S80
- V70 -2000 and S70/C70
- S40/V40.
1 - See: Scan Tool Testing and Procedures/Graphical Plotters/Parameter Read-Out - Graphic Display/Checking Communication Faults,
Model V70 2009-, S60 and S80
2 - See: Scan Tool Testing and Procedures/Graphical Plotters/Parameter Read-Out - Graphic Display/Checking Communication
Problems, V70 - 2000 and S70/C70 Models
3 - See: Scan Tool Testing and Procedures/Graphical Plotters/Parameter Read-Out - Graphic Display/Checking Communication
Problems, S40/V40 Models
Checking Communication Faults, Model V70 2009-, S60 and S80

Checking Communication Faults, Model V70 2009-, S60 And S80

- Check the communication cable between the data link connector (DLC) terminal #7 and central electronic module (CEM) terminal #D6 and
with other connected control modules. Check for an open-circuit. See Checking wiring and terminals - Permanent faults. Check for a
CAUTION
The first time there is communication on this cable, the low and high speed network cables are connected between the data link connector
(DLC) and central electronic module (CEM) to the other network in the car. This is controlled via a relay in the central electronic module
(CEM).
- For communication problems with control modules on the high speed network, check the communication cables between data link
connector (DLC) terminals #6 and #14 and central electronic module (CEM) terminals #B7 and #B8. For, communication problems with
control modules on the low speed network, check the communication cables between data link connector (DLC) terminals #3 and #11 and
central electronic module (CEM) terminals #B19 and #B20. Check these cables for an open-circuit, a short-circuit to ground and a
short-circuit to supply voltage according to the references above
- Also check the communication cables for the low and high speed networks between the central electronic module (CEM) and the other
connected control modules according to the above fault-tracing.
Control modules
CAUTION
If none of the above checks help, try reading off the diagnostic trouble codes (DTCs) in the central electronic module. This is carried out
VCT2000 and wiring

Checking Communication Problems, V70 - 2000 and S70/C70 Models

Checking Communication Problems, V70 - 2000 And S70/C70 Models

- Check the communication cable between the data link connector (DLC) terminal #7 and combined instrument panel terminal #B4 and with
other connected control modules. Check for an open-circuit. See Checking wiring and terminals - Permanent faults. Check for a
CAUTION
there is communication on this cable, the high speed network cables are connected between the data link connector (DLC) and the
- Check the communication cables between data link connector (DLC) terminals #6 and #14 and combined instrument panel terminals #A19
and #A20. Check the cables for an open-circuit, short-circuit to ground and a short-circuit to supply voltage according to the above references
modules according to the above fault-tracing.

- Check the communication cable between data link connector (DLC) terminal #3 and the engine control module (ECM). Check the cable for
an open-circuit, short-circuit to ground and a short-circuit to supply voltage according to the above references.
Control modules
CAUTION
If none of the above checks help, try reading off the diagnostic trouble codes (DTCs) in the combined instrument panel. This is carried out
VCT2000 and wiring



- Check the communication cables between data link connector (DLC) terminal #7 and the connected control modules. Check for an open-circuit.
See Checking wiring and terminals - Permanent faults. Check for a short-circuit to ground. See Checking wiring and terminals - Permanent
faults. Check for a short-circuit to supply voltage. See Checking wiring and terminals - Permanent faults.
Control modules
VCT2000 and wiring

Reading Off the DSA Control Module Part Number

Reading Off The DSA Control Module Part Number
- Ignition on.
Read off the P/N of the DSA control module: Click on the VCT 2000 symbol.
Less than 0 - See: Scan Tool Testing and Procedures/Read Vehicle Information/Reading Off the Part Number/Communication Fault
Greater than 0 - See: Scan Tool Testing and Procedures/Read Vehicle Information/Reading Off the Part Number/Communication Fault
Communication Fault
Communication Fault
Communication has been interrupted for one of the following reasons.

Check therefore:
- Try again.
1 - See: Scan Tool Testing and Procedures/Read Vehicle Information/Reading Off the Part Number/Reading Off the DSA Control
Module Part Number
2 - See: Scan Tool Testing and Procedures/Read Vehicle Information/Reading Off the Part Number/Selecting the Model
3 - Test Complete
Selecting the Model

Selecting the model
Refer to Checking Communication Problems. See: Scan Tool Testing and Procedures/Read Vehicle Information/Reading Off the Part
Number/Checking Communication Problems
Checking Communication Problems

Control modules
VCT2000 and wiring

Reading Off the Control Module ID, EMS 2000

Reading Off The Control Module ID, EMS 2000
- Ignition on.
Read off the control module ID by clicking on the VCT 2000 symbol.
Equal to 0 - Test Complete
Less than 0 - See: Scan Tool Testing and Procedures/Read Vehicle Information/Reading Off the Control Module ID/Communication
Fault
Greater than 0 - See: Scan Tool Testing and Procedures/Read Vehicle Information/Reading Off the Control Module ID/Communication
Fault
Communication Fault
Communication Fault

- Ignition switched off
Check therefore:
- Try again.
1 - See: Scan Tool Testing and Procedures/Read Vehicle Information/Reading Off the Control Module ID/Reading Off the Control
Module ID, EMS 2000
2 - See: Scan Tool Testing and Procedures/Read Vehicle Information/Reading Off the Control Module ID/Selecting the Model
3 - Test Complete
Selecting the Model

Selecting The Model
Select the car model to obtain the relevant fault tracing data
Refer to Checking Communication Problems. See: Scan Tool Testing and Procedures/Read Vehicle Information/Reading Off the Control Module
ID/Checking Communication Problems


Control modules
VCT2000 and wiring

Reading Off VIN Learned, EMS 2000

Reading Off VIN LEARNED, EMS 2000
- Switch off the ignition for 30 seconds and then switch it on again. (If the engine cooling fan (FC) is running wait, until it has stopped. Then
wait a further 30 seconds).
Read off VIN LEARNED by clicking the VCT 2000 symbol.
When the parameter displays NO, switch off ignition and disconnect engine control module (ECM). Do not restart the engine because the engine
control module (ECM) will relearn the VIN code.
If the NO parameter is not displayed, return to VIN code erasing in VIDA vehicle communication Immobilizer system Section 3(36) S40/V40.
Less than 0 - See: Scan Tool Testing and Procedures/Read Vehicle Information/Reading Off VIN Learned/Communication Fault
Greater than 0 - See: Scan Tool Testing and Procedures/Read Vehicle Information/Reading Off VIN Learned/Communication Fault
Communication Fault
Communication Fault

Check therefore:
- Try again.
1 - See: Scan Tool Testing and Procedures/Read Vehicle Information/Reading Off VIN Learned/Reading Off VIN Learned, EMS 2000
2 - See: Scan Tool Testing and Procedures/Read Vehicle Information/Reading Off VIN Learned/Selecting the Model
3 - Test Complete
Selecting the Model

Selecting the model
Refer to Checking Communication Problems. See: Scan Tool Testing and Procedures/Read Vehicle Information/Reading Off VIN
Learned/Checking Communication Problems


Control modules
VCT2000 and wiring

Signal Specification
DSA signal description
All the values given below are between the terminal in column 1 and terminal 9 (ground), unless otherwise indicated in brackets. DSA control
module terminals 1 - 16 correspond to terminals 31 - 46 on the breakout box.
Note! It is important to connect the breakout box and check the ground terminal before taking readings.
Terminal #1 - #7
Terminal #7 - #16
Signal Specifications, ECM

Signal Specification
Hint: All the values given below are measured between the relevant terminal in column I and terminal #3, unless otherwise indicated in brackets.
The values specified in the table apply with the engine unloaded and at normal operating temperature.
Note! It is important that the breakout box is connected according to cog EMS 2000, before the readings are taken.
Part 1 Of 10
Part 2 Of 10
Part 3 Of 10
Part 4 Of 10
Part 5 Of 10
Part 6 Of 10
Part 7 Of 10
Part 8 Of 10
Part 9 Of 10
Part 10 Of 10
Generic Drive Cycle

Readiness Code Resetting Procedure (Generic Drive Cycle)
Readiness Monitors and Drive Cycles
"Readiness Monitors" are indicators that demonstrate whether or not emission system components are being monitored (checked) by the OBD-II
system. If a monitor is set to "Ready" the monitor is checking its assigned component and, if no DTC's are present, the vehicle should pass an
emissions test.
NOTE: If the appropriate number of Readiness Monitors (codes) are not flagged as "Ready", in most cases, the vehicle can not pass an
emissions test. See State and Federal Laws.
The status of all readiness monitors is reset to "Not Ready":

Each time DTC's are cleared.
The battery is disconnected.
The ECM is disconnected.
The status of all readiness monitors is reset to "Ready":

After DTC's are cleared and the appropriate drive cycle(s) is successfully completed.
EPA Federal Test Procedure
Manufacturers are required to validate monitors during the first 23 minutes (1372 seconds) of the Federal Test Procedure Drive Cycle.
EPA Urban Dynamometer Driving Schedule
Completing the Drive Cycle successfully one (1) time should reset most drive cycle monitors to a "Ready" status. However, there are "two trip"
monitors, which require that the drive cycle be successfully completed two (2) times, to achieve a "Ready" status. Furthermore, systems which use
averaging, may require the drive cycle to be completed more than 2 times.
Verify the status of the readiness monitors with the appropriate function of your scan tool.
NOTE: Certain vehicles have known OBD-II Readiness issues. Please be sure to review TSB's for special circumstances and or exceptions to
readiness monitor resetting procedures.
Before Beginning the Drive Cycle
Check the status of the Readiness Monitors, check for DTC's, correct faults, clear DTC's before beginning the Drive Cycle.
Begin Drive Cycle

The vehicle should be driven approximately 7.5 miles within a period of approx. 23 minutes (1372 seconds) from a cold start. However, due to
manufacture variations, it is necessary to perform only as much of the Drive Cycle as is necessary to reset the required monitors to a "Ready" status.
Operate the throttle smoothly to obtain best results. Do not shut the engine off during the drive cycle.
CAUTION: Obey all traffic laws and drive in a safe manner!
NOTE: Extreme driving conditioning such as very high/low temperatures, rough roads and high altitudes may prevent some monitors from
attaining a "Ready" status.
Step 1 (Engine Cold) Start engine, idle 20 seconds. Accelerate gradually and drive at 20-25 mph for 1 minute, varying speed.
Step 2 Accelerate gradually to 32 mph within 35 seconds. Decelerate to 0 mph in 10 seconds. Idle for 40 seconds.
Step 3 Accelerate at part throttle to 25 mph in 10 seconds. Cruise at 17-25 mph for 15 seconds. Accelerate gradually to 57 mph in 45 seconds.
Cruise at 50-56 mph for 1 minute. Decelerate gradually to 0 mph in 40 seconds. Idle for 15 seconds.
Step 4 Accelerate at part throttle to 36 mph and maintain for 10 seconds. Decelerate to 0 mph in 15 seconds. Idle for 5 seconds.
Step 5 Accelerate to 30 mph and back to 0 mph within 30 seconds. Idle for 20 seconds.
Step 6 Accelerate to 36 mph in 20 seconds. Drive at 35 mph for 20 seconds. Decelerate to 0 mph in 15 seconds. Idle 5 seconds.
Step 7 Accelerate gradually to 26 mph and decelerate to 0 within 40 seconds. Idle 15 seconds.
Step 8 Accelerate to 27 mph in 40 seconds. Decelerate to 0 mph in 10 seconds. Idle 25 seconds.
Step 9 Accelerate to 26 mph in 15 seconds, maintain speed for 10 seconds, decelerate to 0 mph in 10 seconds. Idle 15 seconds.
Step 10 Accelerate to 23 mph in 20 seconds, decelerate to 0.5 mph in 10 seconds (no complete stop). Accelerate to 28 mph and back to 0 mph
(momentary stop 1 second) within 35 seconds.
Step 11 Accelerate gradually to 34 mph in 45 seconds. Vary speed between 34 and 19 mph for 2 minutes. Decelerate from 25 to 0 mph in 25
seconds. Idle for 5 seconds.
Step 12 Accelerate to 29 mph in 15 seconds, decelerate gradually to 0 mph in 45 seconds. Idle for 30 seconds.
Step 13 Accelerate gradually to 28 mph and back to 0 mph (momentary stop 1 second) within 50 seconds. Accelerate gradually to 27 mph and
back to 0 mph within 55 seconds. Idle for 15 seconds.
Step 14 Accelerate to 24 mph and back to 0 mph within 18 seconds. Idle for 10 seconds. Accelerate gradually to 22 mph and back to 0 mph
within 50 seconds. Idle for 8 seconds.
Step 15 Accelerate gradually to 30 mph within 50 seconds. Decelerate to 0 mph in 10 seconds. Idle for 25 seconds.
Step 16 Accelerate to 23 mph and back to 0 mph within 30 seconds. Idle for 10 seconds.
Step 17 Repeat steps 1 - 16 once again. Recheck the status of the "Readiness Monitors".
NOTE: Remember, clearing DTC's or interrupting power to the ECM after the readiness monitors have been reset to "Ready" will
require that the Drive Cycle be repeated.
Completing the Drive Cycle successfully one (1) time should reset most drive cycle monitors to a "Ready" status. However, there are
"two trip" monitors, which require that the drive cycle be successfully completed two (2) times, to achieve a "Ready" status.
Furthermore, systems which use averaging, may require the drive cycle to be completed more than 2 times. It is necessary to perform
only as much of the Drive Cycle as is necessary to reset the required monitors to a "Ready" status.
End Drive Cycle

Volvo Drive Cycle/Readiness Code
VERIFICATION OF REPAIR
General
Verification of repair is intended as an aid if you are not sure if there is a fault or if you wish to check that diagnostic functions have been carried
out.
Tips:
After repair, it may be necessary to check that the fault has actually been remedied. One way to do so is to check that the control module has
carried out diagnostics for the repaired function/component without the diagnostic trouble code being regenerated. If fault tracing points to an
obvious fault, it is not necessary to verify the repair.
Carrying out a TRIP
If all diagnostic functions are to be carried out as quickly as possible, the vehicle should be run following the driving procedure below.
Obs! When checking certain functions/components, the driving procedure does not need to be carried out in its entirety. The section
"Diagnostic functions of the driving procedure" below describes the diagnostic functions.
General guidelines
^ The test should be performed on a road with light traffic where it is possible to drive slowly and pull over to the shoulder.
Warning! The test drive must always be executed in a safe and controlled manner. Follow applicable traffic and speed regulations.
^ Engine temperature level is of decisive importance to the first elements of the driving procedure.
Tips: Check engine temperature in VIDA Vehicle communication: Parameter readout during execution.
^ Make sure there are no diagnostic trouble codes (DTCs) stored in the engine control module (ECM) before starting the test drive. Stored
diagnostic trouble codes can block diagnostic functions.
^ The total test drive time should be at least 15 minutes with an engine temperature of at least 90° C in order for all diagnostic functions to be
carried out.
Driving procedure:
1. Start and warm up the engine until the temperature is at least 65°C. Then run at approx. 2000 rpm for at least 5 minutes (only applies to
the diagnostic function for the tank system).
2. Turn off the engine and allow it to cool to a temperature between +4°C and +40°C.
3. Ignition on for at least 2 seconds (only applies to US market MY-00).
4. Start the engine when the temperature is between +4°C and +40°C, shift the selector lever to the "D" position, accelerate with light throttle
application to 60-80 km/h (max 40-50 mph), then run at low load for 5 minutes at max 60-80 km/h (max 40-50 mph).
5. Stop the car and allow the engine to idle for 30 seconds.
6. Accelerate with light throttle application and then run with steady throttle for 5 minutes at max 60-80 km/h (max 40-50 mph).
7. Stop the car again and allow the engine to idle for 30 seconds.
8. Accelerate with at least 50% throttle application and then run with steady throttle for 5 minutes at max 60-80 km/h (max 40-50 mph).
9. Stop the car again and allow the engine to idle for 1 minute.
10. Ignition off.
Diagnostic functions in the driving procedure
For each element listed in the t1Driving procedure" section above, a corresponding description of which diagnostic function/functions is being
carried out in that element is found below.
The parameter name of the diagnostic function that can be read in the VIDA Vehicle communication input is indicated in parenthesis (and bold
text): Readout of diagnostic operating cycle. The following parameters/diagnostic functions can be read out:
^ Misfire.
^ Tank system.
^ Catalytic converter.
^ Heated oxygen sensor.
^ Fuel system.
^ Components.
Obs! The engine control module (ECM) continually performs the Misfire diagnostic function after engine start and is not found below.
For information on which diagnostic trouble codes (DTCs) are part of each diagnostic function, see the section "Diagnostic trouble codes (DTCs)
included in the diagnostic function" below.
Diagnostic functions for each element of the driving procedure
1. EVAP control activated. Completed EVAP control is a condition that must be met before leakage diagnostics can start for the tank system.
2. Condition for the start of leakage diagnostics for the tank system (Tank system ), EVAP control (Tank system), CVVT control (Components)
and thermostat (Components).
3. Diagnostics for atmospheric pressure sensor (components) performed.
4. During acceleration: Leakage diagnostics for tank system (Tank system ), EVAP control (Tank system ), CVVT control and thermostat
(Components) provided that points 1-2 are fulfilled.
During travel: Diagnostics for fuel control in load range (Fuel system ) and turbo control (Components).
Diagnostics are active even if points 1-2 are not fulfilled.
5. Diagnostics for fuel control at idle speed ( Fuel system ) and idle control (Components).
6. Diagnostics for fuel control in load range ( Fuel system ), catalytic converter ( Catalytic converter), heated oxygen sensors ( Heated oxygen
sensor ) and thermostat (Components).
8. During acceleration: Diagnostics for turbo control and knock control (Components).
At steady throttle: Diagnostics for fuel control in load range (Fuel system), catalytic converter (Catalytic converter), heated oxygen sensors
(Heated oxygen sensor).
10. Operating cycle completed.
Diagnostic trouble codes (DTCs) included in the diagnostic function
Misfire
Diagnostic trouble code ECM-44, ECM-45 and ECM-4D
Fuel system
Diagnostic trouble code ECM-25
Catalytic converter
Diagnostic trouble code ECM-5A
Tank system
Diagnostic trouble code ECM-65, ECM-66, ECM-68 and ECM-6A
Heated oxygen sensor

Diagnostic trouble code ECM-28
Components
Other diagnostic trouble codes that activate the malfunction indicator lamp (MIL) plus ECM-41 and 43.
Technical Service Bulletins
All Technical Service Bulletins:

Number Date Name
00-196 Jan 00 Vehicle - Service Information Strategy
00202 Jul 01 Policy - Service Upgrade Campaigns
00205 Oct 01 Interior Safety Products - Reuse/Disposal
08111 Jan 03 Recall - Trailer Hitch Defect
1801 Apr 00 Chemical Additives - Policy
2198 Apr 00 Campaign - Engine Oil Filler Grate Inspection
2210027 Mar 00 Engine Oil Filler Grate - Works Loose
2210042 Apr 03 Engine - In-Car Piston Replacement
2210049 Apr 03 Engine - Updated Rear Crankshaft Seal Replacement
2220005 Nov 00 Engine - Piston Cooling Valve Replacement
2230045 Dec 99 Emissions - Canister Purge Valve Ticking Noise
2230050 Mar 00 Tools - Fuel pressure EMS 2000, measuring/fualt tracing
2230052 Nov 00 Fuel System - Quick Release Connector
2250023 Jul 01 Electronic Throttle Module - Uneven Idle
2250026 May 01 Exhaust Manifold - Retaining Nuts Loose, Missing
2250040 Oct 04 Emissions - PCV System PTC Nipple Replacement
2260011 Feb 04 Cooling System - Cooling Fan Resistor Replacement
230045 Dec 99 Canister Purge (CP) Valve - Ticking Noise
23109 May 02 Recall - EVAP System/PCM Software Upgrades
3360021 May 02 Windshield Washer - Poor Performance
3360022 Oct 02 Wipers/Washers - Wipers Shudder/Noisy
3370008 Oct 00 Headlamps - Auxiliary Resistor Wire Harness
5520011 Mar 04 Recall - Brake Vacuum Replacement
81-0011 Oct 04 Body - Rear Lamp Housing/Gusset Panel Repair
83-0039 May 03 Body - Securing/Changing Lock Motors
84-0034 Oct 04 Body - Checking Rubber Seals and Seams
881A Jul 00 Seat Belt - Extensions
8830037 Jan 01 Tailgate/Trunk - Lock Repair Kit
8830039 May 03 Power Locks - Door Central Locking Motor Replacement
8840031 Apr 01 Front Door Window - Excessive Noise
8840033 Apr 04 Body - PUR Bond(R) Window Bonding
8850010 Nov 01 Power Seat - Intermittent Lateral Movement
8850019 Jan 01 Interior - Manual Front Seat Whining/Creaking Noises
8870024 Jul 02 A/C - Unpleasant Odors
8870025 Feb 04 A/C - Unpleasant Odors From Vents
8880030 Apr 04 SRS - Cable Harness Repair/Replacement
8890013 Apr 04 Recall - Trailer Hitch Replacement
NHTSA03V474000 Nov 03 Recall 03V474000: Brake Vacuum Pump Replacement
TJ19292 Jun 08 A/C - Cleaning for System Odors
TJ19425 Jun 08 Vehicle - Type and Platform Identification
TNN20-04 Jan 07 Engine Controls - Engine Management Software Usage
TNN20-05 Jan 07 Engine - Lubrication System Contamination Cleaning
TNN21-21 Aug 05 Engine - Runs Rough/MIL ON/Misfire DTC's/Low Power
TNN25-14 Jan 03 Engine - Inconsistent Idle With A/C ON
TNN25-16 Jul 03 Engine Controls - DTC ECM 16
TNN25-17 Mar 04 Engine Controls - ECM DTC A1
TNN25-18 May 04 Cooling/Engine Controls - ECM DTC A1Set
TNN28-61 Sep 05 Engine Controls - ECM Reprogramming Procedure
TNN30-04 Oct 05 Engine Controls - Software Download Fault Prevention
TNN36-45 Jul 04 Ignition Systems - Failed Ignition Key Programming
TNN36-58 May 07 Antitheft - Immobilizer Lamp ON/DTC 321 Set
TNN37-22 Dec 01 Computers/Controls - CANbus Network Information
TNN37-39 Mar 07 Computers/Controls - CEM Recovery after SWDL Interrupt
TNN39-51 Apr 08 Audio System - Stuck CD's in Audio Units
TNN39-58 Feb 07 DVD Player - Won't Accept/Eject DVD's/Inoperable
TNN40-04 Oct 05 A/T, M/T, AWD - Approved Lubricants
TNN43-47 Nov 05 M/T - 1st/Reverse Gear Difficult to Engage
TNN43-48 Dec 05 A/T - Engine Coolant Contamination Detection
TNN43-56 Apr 08 A/T - Cooler/Line Flushing When Replacing A/T
TNN60-07 Aug 03 Steering/Suspension - Vehicle Pulls Left or Right
TNN61-04 Jul 03 Drivetrain/Frame - Clunking Noise When Shifting
TNN72-05 Aug 02 Suspension - Rear Suspension Knocking/Squeaking Noises
TNN76-02 Jan 03 Suspension - Rear Shock Absorber Noise
TNN77-18 May 07 Tires - Pressure Requirements/Recommendations
Technical Service Bulletins
All Technical Service Bulletins:

Number Date Name
TNN88-33 Jul 03 Restraints - SRS Lamp ON/Side Impact Sensor DTC Set
TNN88-41 Jul 06 Air Bag System - System Life Expectancy
Vehicle: Technical Service Bulletins
How to Find Technical Service Bulletins by Category/Symptom

Selecting TSB's "By Symptom"
If you have a vehicle which displays system-related symptoms, ALLDATA provides a way to quickly search for any relevant Technical
Service Bulletins (TSB's). When you select TSB's "By Symptom," all relevant TSB's display at the top of the TSB title list. Viewing TSB's
by Symptom is helpful when the vehicle displays a distinct, system related, malfunction. You may also wish to review the symptom list with
your customer to uncover additional information that was not indicated on the Driveability Worksheet.
You can view TSB's by Symptom at any System or Sub-System level of the TurboView hierarchy. For example, a Symptom list will appear
when selecting Powertrain Management or Computers and Control Systems. Symptoms will not appear when selecting a component (such as
Mass Air Flow Sensor).
To view TSB's by Symptom:
1. Select the desired System or Sub-System and click the TSB icon.
2. Select "By Symptom" from the TSB list.
3. Select the symptom you wish to display.
4. Click on the desired TSB to display the article
Example:
Your customer complains of a noise in his 1989 Toyota Corolla (1.6L DOHC). The noise seems to be coming from the automatic
transmission. To find TSB's related to transmission noise:
1. Select Transmission and Drivetrain, then Automatic Transmission.

2. Click the TSB icon and select "Noise" from the TSB symptom list.
3. Notice that TSB's related to transmission noise are now located at the top of the TSB title list while non-related TSB's for the transmission
are listed below.
Technical Service Bulletin # 23109 Date: 020511
Recall - EVAP System/PCM Software Upgrades

GROUP:
23
NO:
109
ISSUING DEPARTMENT:
Warranty
CAR MARKET:
U.S. and Canada
DATE:
YEAR
2002
MONTH
05
DAY
11
TITLE:
Service Campaign - 109: EMS 2000 Software Upgrade / Evap System Leakage Diagnostics
S40/V40 MY001 - MY01
REFERENCE BULLETINS:
SB23-0058
PB23-109
Supercedes SMB23-109 dated 2002-04-08

BULLETIN REFERENCE
A. SERVICE UPGRADE 109 DESCRIPTION
B. VEHICLES INVOLVED
C. PARTS INFORMATION/PARTS RETURN
D. OWNER NOTIFICATION
E. NEW VEHICLES IN RETAILER INVENTORY
F. RETAILER RESPONSIBILITY
G. CAMPAIGN REIMBURSEMENT PROCEDURES
Volvo Cars of North America, LLC and Volvo Cars of Canada Ltd. have determined that a Service Upgrade is required on certain model year
2000 and 2001 S40 and V40 vehicles.
It has come to our attention that certain model year 2000 and 2001 S40 and V40 cars have experienced an unusual number of dashboard
"Check Engine" light illuminations (in Canada: Refer to Image ). The Check Engine light will illuminate if your vehicle's diagnostic system
senses an engine, transmission, electrical or emissions system condition that potentially needs correcting
Volvo has determined that a software upgrade will alleviate unnecessary Check Engine lights without affecting the system's diagnostic
capabilities. In some cases, a new diagnostic vacuum pump check valve will also be installed.
71,746 vehicles in the US and 4,696 vehicles in Canada are affected.
NOTE:
RETAILER MUST CONFIRM VEHICLE ELIGIBILITY PRIOR TO BEGINNING REPAIR FOR THIS UPGRADE CAMPAIGN.
Vehicle eligibility should be confirmed:
Refer to DCS/VEN Vehicle Inquiry
RETAILER VEHICLE CAMPAIGN LIST
A "Retailer Vehicle Campaign List" will be sent separately identifying the specific vehicles eligible for this campaign. This list details all
affected vehicles that are on record as being retailed or currently in stock at your facility. This Vehicle Campaign List will be the only written
material you will receive from Volvo.
All vehicles should be checked for any other incomplete recalls or service campaigns.
C. PARTS INFORMATION / PARTS RETURN
PARTS RETURN
THE REPLACED ONE-WAY VALVE SHOULD NOT BE RETURNED TO THE TMA DEPARTMENT.
INSTEAD, THE ONE-WAY VALVE SHOULD BE HELD FOR THE MANDATORY 30-DAY PERIOD, AFTER WHICH TIME THE
RETAILER SHOULD SCRAP IT IN A RESPONSIBLE MANNER.
RANDOM CLAIM AUDITS WILL BE MADE FOR EACH RETAILER. INCORRECT REPLACEMENT OF THE NON-RETURN
VALVE WILL RESULT IN A CLAIM DEBIT.
Owner mailing is expected to begin during the week of April 8, 2002.
All new vehicles in retailer's inventory and qualifying for Service Campaign 109 should be repaired prior to a customer taking possession of
the vehicle.
Retailers are to perform this upgrade on eligible vehicles regardless of mileage/Kilometers or vehicle age. The campaign work covered under
Service Campaign 109 is free of charge to the owner.
In the event that the original announcement letter is lost or misplaced, the owner is not to be refused this important campaign work. Your
After sales Area Manager will follow up to ensure that this campaign is proceeding smoothly.

Campaign - Engine Oil Filler Grate Inspection

BULLETIN NUMBER:
2198
GROUP:
21
NO:
98
DATE:
April, 2000
TITLE:
Service Campaign 98 - Oil Filler Grate: Inspect
MODELS:
(9892970) VOLVO S80
(9892969) VOLVO S70/V70/C70
(9892968) VOLVO S40/V40
ISSUING DEPARTMENT:
Warranty
SB 21-0027
SB 21-0028
SB 21-0029
CAR MARKET:
U.S. and Canada
SUPERSEDES: SMB 21-98 dated March, 2000. Claim Type numbers corrected on page 3.
BULLETIN REFERENCE
A. SERVICE CAMPAIGN 98 DESCRIPTION
C. RETAILER VEHICLE CAMPAIGN LIST
D. PARTS INFORMATION
E. OWNER NOTIFICATION
F. VEHICLES IN RETAILER INVENTORY
G. RETAILER RESPONSIBILITY
H. CAMPAIGN REIMBURSEMENT PROCEDURES
I. RETAILER ALLOWANCE
Volvo Cars of North America, Inc. and Volvo Cars of Canada Ltd. have announced a service campaign affecting certain 2000 model year
Volvos. Approximately 20,817 vehicles in the US and 600 vehicles in Canada are affected.
This campaign involves the engine oil filler grate located in the engine oil filler neck of certain model year 2000 Volvos. In rare instances,
this grate may become loose. On vehicles that qualify for this campaign, an inspection of this grate will be performed.
All owners of these affected vehicles will by notified by mail beginning the week of April 3, 2000.
NOTE: RETAILER MUST CONFIRM VEHICLE ELIGIBILITY PRIOR TO BEGINNING THIS CAMPAIGN.
1) Refer to DCS Vehicle Inquiry
2) Refer to the Vehicle Campaign Listing
Service Campaign 98 was performed on vehicles within the affected chassis range prior to release from the PORT. On these vehicles this
campaign has been marked as PERFORMED in DCS, and no further action is required.
"A Retailer Vehicle Campaign List" will be sent separately identifying the specific vehicles eligible for this campaign. This list details all
Parts are NOT required for this Service Campaign.
During the week of April 3, 2000 an announcement letter will be sent directly to Volvo owners. A copy of this letter is attached.
F. STOCK VEHICLES
All vehicles in retailer's inventory and qualifying for this service campaign must he repaired prior to a customer taking possession of the
vehicle.
Retailers are to perform this campaign on eligible vehicles regardless of mileage/kilometers or vehicle age. The campaign work covered
under Service Campaign 98 is free of charge to the owner.
Aftersales Specialist will follow up to ensure that this campaign is proceeding smoothly.
ONLY ONE CLAIM PER VEHICLE WILL BE ACCEPTED.
All claims should be submitted using the short form application. Separate repair codes have been established for the S80, the S70/V70/C70
and the S40/V40 that Will automatically reimburse the retailer for the proper labor for each claim. Replacement parts are not required for this
Service Campaign.
Recall - Trailer Hitch Defect

NO:
111
GROUP:
08
ISSUING DEPARTMENT:
CAR MARKET:
North America
DATE:
YEAR MONTH DAY
2003 01 10
TITLE:
Recall Campaign 111 Trailer Hitch
MY 1993-2002
SMB 00-170
SMB 00-170c
SB 89-0011
PB 89-111 (Pending)
BULLETIN REFERENCE
A. RECALL CAMPAIGN 111 DESCRIPTION
B. TRAILER HITCHES INVOLVED

C. PARTS INFORMATION
D. REPAIR OPTIONS/PARTS RETURN
E. CUSTOMER INFORMATION
H. RETAILER ALLOWANCE
I. CUSTOMER REIMBURSEMENT
Volvo, in agreement with its supplier Brink Sverige AB, has determined that a defect exists in the Generation 3.0 Trailer Hitch manufactured in
Sweden for use on Volvo cars. Between September 1998 and September 2000, approximately 900 of the affected trailer hitches were delivered to
Volvo retailers and subsequently sold to customers in the US and Canada.
In an attempt to locate the owners of the affected trailer hitches, Volvo is asking retailers to check their records, for the time period between
September 1998 and September 2000 for sales of the seven (7) affected part numbers*:
9451997 9481235
9451998 9481216
9481232 9499598
30889232
* Note:
Not every trailer hitch with one of the part numbers listed above is affected by the Recall. Please confirm that the trailer hitch is included in
Recall 111 by ensuring that the part number is on the list and that the hitch has ALL THREE of the following distinguishing features:
^ a green release handle
^ a key-lock
^ the area around the locked/unlocked red indicator pin is round
Part Number Part Description Qty
8698774 Service Kit 1
D. REPAIR OPTIONS / PARTS RETURN
The supplier is expected to provide Volvo with replacement trailer hitches within 90 days. At this time, no customers have been contacted regarding
this Recall Campaign. If in the course of business, one of the affected trailer hitches is encountered, please inform the customer that the hitch is part
of Volvo Recall Campaign 111 and offer the following options:
1. If the customer agrees to surrender the affected part (see description of affected parts in Section B. TRAILER HITCHES
INVOLVED):
(a) Remove the detachable tow bar portion of the affected trailer hitch and return only the green handle to TMA. The balance of the
parts are to be scrapped by the retailer. The mailing procedures for TMA can be found in SMB 00-170 for the US and SMB
00-170C for Canada, the addresses are:
(b) Inform the customer that he/she will be notified by letter when a replacement hitch is available;
(c) Send the customer's name, address and VIN to VCNA (as indicated in Section E. CUSTOMER INFORMATION).
2. If the customer does not want to surrender the affected part (see Section B. TRAILER HITCHES INVOLVED):
(a) Permanently affix the detachable tow bar to the receiver (bumper mount) using Service Kit 8698774 and the instructions in Service
Bulletin 89-0011, Trailer Hitch - Permanently Affixing, available on the VEN Intranet;
(b) Inform the customer that he/she will be notified by letter when a replacement is available;
(c) Send the customer's name, address and VIN to VCNA ( see Section E. CUSTOMER INFORMATION).
If sales records for the affected parts are located, please submit the customer's name, address and VIN by mail to:
Volvo Cars of North America, LLC

1 Volvo Drive (Bldg. B)
Rockleigh, NJ 07647
Retailers are to perform this campaign on eligible vehicles regardless of mileage/kilometers or vehicle age. The campaign work covered under
Recall Campaign 111 is free of charge to the owner.
All Recall Campaign 111 claims should be submitted using the short form application. A repair code has been established for this repair that will
automatically reimburse the retailer for the proper labor and parts amount for each claim.
Please follow the instructions as outlined in the WARRANTY POLICY & PROCEDURES MANUAL, Chapter 6, Page 6.4. Technical Service
Bulletin # 8890013 Date: 040401
Recall - Trailer Hitch Replacement
Cars
Section:
8
Group:
89
No.:
0013
Year:
04
Month:
04
Reference:
This bulletin replaces Service Bulletin 89-0011 from December 2002 which must be discarded.
Recall Campaign No. 111A - Trailer Hitch Replacement

Background
Sweden for use on Volvo cars.
Competence requirement
Volvo Level 1 Technician
Material
Description Quantity P/N
Mechanism 1 See table below
Towing unit
Detachable Tow Hitch Replacement
Identifying tow hitch type 1
The trailer hitch covered by this method is recognizable by the following features:
Alternative 1
- Green handle (A)
- Key-lock (B)
- Area around indicator pin is circular (C).
Alternative 2
Tow hitch is mounted temporarily as shown in illustration, step 2.
Removing temporarily mounted tow hitch 2
Remove bolt securing tow hitch. Remove washers, spring and locking cylinder.
Replacing tow hitch 3

Remove cover (if fitted) on connecting pin. Check tow hitch P/N.
The number is stated after PART NO. on the type designation plate, which is located on the left-hand side of the tow hitch.
Unpack the new tow hitch and connecting pin with the P/N in the table shown.
Note!
If the type designation plate is absent, the tow hitch can be identified by measuring the ball height as described in the following operation and
cross-referencing with the values specified in the table.
Remove the existing decal in the luggage compartment describing the operation of the tow hitch.
The location of the decal will vary depending on the model and version.
Attach the decal included in the material kit.
Measuring the ball height 4
The ball height (A) is measured between the top of the ball and the top of the horizontal section of the tow hitch (see illustration).
Checking tow hitch 5
Mount tow hitch on connecting pin.
Ensure that tow hitch locks in position and that the key-lock is working.
Remove tow hitch.
Fit cover to connecting pin (if available).
Placing tow hitch in car 6
Complete registration card provided with tow hitch. Handled according to separate routine.
Place tow hitch in bag.

Place tow hitch and keys in car in location specified for model in question.
Replace existing manual with new manual from kit. Discard old manual and keys.
Mechanism, connecting pin and type designation plate must be scrapped according to separate instruction.
Technical Service Bulletin # NHTSA03V474000 Date: 031103
Recall 03V474000: Brake Vacuum Pump Replacement

DEFECT: On certain passenger vehicles, water can enter the electrical brake vacuum pump, causing the pump to fail, resulting in loss of power
assist and an increase in needed brake pedal force, which could result in a crash.
REMEDY: Dealers will replace the pump with a new and improved version and move the pump to a new location. The manufacturer has not yet
provided an owner notification schedule for this campaign. Owners may contact Volvo at 1-800-458-1552. Technical Service Bulletin #
5520011 Date: 040301
Recall - Brake Vacuum Replacement

S40 (-04)/V40
2000
Section:
5
Group:
52
No.:
0011
Year:
04
Month:
03
Background:
Volvo Cars North America LLC (Volvo) has decided that a defect related to motor vehicle safety exists in certain model year 2000 S40 and V40
vehicles. Under certain circumstances, water may enter the electrical brake vacuum pump, causing the pump to not function. This will require more
brake force to stop the vehicle. However, this is primarily noticed at cold start. This limited braking power can affect the vehicle's stopping
performance.
The corrective action will be to replace the vacuum pump with a new pump of a modified design. This new pump will be placed in a new location
to prevent water intrusion.
Material
Vacuum pump
Additional vacuum pump, replacing
1. Preparatory work
Make a note of the anti-theft radio code.
Switch off the ignition.

Caution!
Press down the brake pedal a few times until there is no longer any negative pressure (vacuum) in the brake servo.
Remove:
- the battery negative lead
- the battery positive lead
- the protective cover over the battery
- the battery clamp and the battery.
2. Removing the air cleaner (ACL)
Remove:
- the connector for the mass air flow (MAF) sensor
- the turbocharger (TC) control valve from the air cleaner (ACL)
- the air inlet hose on the mass air flow (MAF) sensor side
- the 2 mountings for the cable harness from the air cleaner (ACL) housing
- the air intake at inner fender
- the mounting screws
- the air cleaner (ACL).
Note!
Plug off the air inlet hose.
3. Removing the vacuum hose
Note!
Clean the area around the vacuum hose terminal before removal.
Remove:
- the connection from the brake servo
- the bolt and clamp from the vacuum hose (will be re-used)
- the protective cover for the throttle housing
- the vacuum hose from the intake manifold by pressing in the locking ring (1) while pulling the vacuum hose out
- the quick-release connector for the vacuum hose to the additional vacuum pump
- the vacuum hose. This will not be re-used
- the bolt (2) from the vacuum pipe on the side member.
4. Installing the protective sleeve for the throttle cable
Remove:
- the protective cover from the connector bracket fire wall
- the throttle cable out from the clip (1).
Install:
- the protective sleeve (2) over the throttle cable. Slide the protective sleeve as far as possible towards the firewall.
- the throttle cable in the clip (1).
5. Installing the new vacuum hose
Position the vacuum hose between the intake manifold and the brake servo.
Install:
- the vacuum hose in the manifold. Check the locking by pulling on the vacuum hose
- the vacuum hose control valve (1) in the brake servo
- the clamp (2) and bolt on the vacuum hose. Tighten to 6 Nm
6. Removing the complete additional vacuum pump assembly
Remove:
- the left front wheel
- the front fender liner. Bend the fender liner backwards
- the vacuum hose from the vacuum pipe
- the clamp (1) from the vacuum pipe
- the connector (2)
- the three mounting screws
- the vacuum pump assembly. This vacuum pump assembly will not be re-used.
Route the wiring and connector (2) via the existing inner fender hole into the engine compartment.
7. Removing the vacuum pipe from the side member

Remove:
- the clamp from the vacuum pipe at the side member
- the vacuum pipe.
Note!
The vacuum pipe must be bent before it can be removed. This vacuum pipe will not be re-used.
Clean the vacuum pipe and pump assembly screw positions. Apply rust proofing agent P/N 1161480.
Install:
- the front fender liner
- the left front wheel.
8. Removing the connector bracket from the transmission (to lower the position of the connectors)
Remove:
- the shifting cable out off the clip (1)
- the clip (1) from the bracket
- the upper tie strap (2) from the cable harness
- the two mounting screws
- the connectors by lifting the catches (3) and slide it from the bracket. Note the position of the connectors on the bracket
- the bracket and remove at the side the cable harness.
9. Installing the new connector bracket on the transmission

Install:
- the connectors on the bracket in their original positions and check the locking
- the cable harness tie strap on the side
- the bracket on the transmission. Tighten to 10 Nm
- the clip (1) for the shifting cable
- the shifting cable in the clip (1)
- the new tie strap (2) and cable harness.
10. Installing the extra cable harness
Remove:
- the relay/fuse box from the bracket
- the rear clamp from the cable harness.
Move the relay/fuse box to one side.
Position the connector (1) at the front. Route the new cable harness over the engine compartment cable harness.
Connect the connector (1) to the connector from the old vacuum pump.
Use tie straps to clamp the wiring as illustrated.
Note!
Ensure that the cable harness is not trapped or in contact with moving components or sharp edges.
11. Installing a new additional vacuum pump and bracket

Note!
Check that the existing nuts (1) are in good assembly conditions.
Position the vacuum pump bracket and relay bracket (2) on the inner fender by two screws.
Tighten to 21 Nm.
Press the quick release connector of the vacuum hose on the vacuum pump. Check the locking.
12. Installing the new cable harness and relay
Connect:
- the connector (1) to the vacuum hose control valve on the brake servo
- the extra cable harness connector (2) to the vacuum pump
- the relay (3) to the connector on the extra cable harness.
Install the relay (3) on the bracket (4). Tighten to 5 Nm.
13. Installing the relay/fuse box
Reinstall the relay/fuse box.
Replace fuse no. 22 (10 A) with the 15 A fuse. Clean the area where the label will be applied. Install the label on the inside of the cover
Reinstall the cover on the fuse box.

14. Installing components
Note!
Do not connect the battery negative lead.
Install:
- the air cleaner (ACL)
- the battery and battery clamp
- the battery positive lead.
15. Connecting the battery and checking function
Turn the ignition to position II.
Warning!
Ensure that no one is in the car when the battery is connected.
Connect the battery negative lead.
Re-enter the radio code.
Set the car clock to the correct time.
Function test:
Turn the ignition off press down the brake pedal a few times until there is no longer any negative pressure (vacuum) in the brake servo.
Turn the ignition key to position II and listen for the operation of the additional vacuum pump. The vacuum pump stops after a short time.
Start the engine and let it idle.
Press down the brake pedal a few times and check whether the additional vacuum pump starts working.
Technical Service Bulletin # TNN21-21 Date: 050815
Engine - Runs Rough/MIL ON/Misfire DTC's/Low Power

NO: 21-21
DATE: 8-15-2005
MODEL/CHASSIS: See Table Below
M.YEAR: 2004
SUBJECT:
Engine may have a rough idle, DTC ECM misfire codes, rough running or lack of power.
REFERENCE:
VADIS/VIDA
This tech note supersedes the previous 21-21 dated 7-29-05. Please update your files. Update to LABOR OPS - correction is shown with bold text.
Affected Vehicles Table
DESCRIPTION:
The Customer may have a complaint of a rough idle, rough running, lack of power or the MIL on.
SERVICE:
^ Read out DTC's
^ Check compression and do a leak down test with the engine cold.
^ Check valve clearance on the cylinders with low compression.
^ Remove the cylinder head and check the condition of the valve face.
^ If the valve face is worn, replace ALL the intake valves, even if some look okay.
^ Use ONLY intake valves with P/N 30637059.

See list shown for all materials needed.
NOTE:
Machining, grinding or lapping of valve seats or valve sealing surface must not be done.
Do not forget to check and adjust valve clearances for the new valves.
Note:
Valve Lifter Kit contains numerous lifters; Claim submitted should only have individual lifters used for the repair.
Intake valve replacement 1
Note!
Replace all intake valves.
For cylinder head removal and installation, see:
Removal, replacement, installation
Engine
Cylinder head
Cylinder head/gasket, replacing
For valve replacement, see:
Overhaul
Engine
Cylinder head
Cylinder head, assessment/overhaul
Adjust valve play as described in the link:
Valve play, setting/adjusting
Important!
Machining, grinding or lapping of the valve seat or the valve sealing surface must not be performed.
WARRANTY INFORMATION
A/C - Unpleasant Odors From Vents

S40(-04)/V40 2000-
Section
8
Group
87
No.
0025
Year
04
Month
02
Control module for the blower fan motor, installing
Background:
To minimize the risk of unpleasant odors from occuring in the heating/ventilation system, a kit can be installed that activates the blower fan for set
periods after the ignition is switched off.
Important:
This control module may not be used if the vehicle is equipped with an ultra sonic alarm.
Materials
Climate control unit

Control module blower fan motor, installing
System background 1
Note!
The system stops functioning if the battery voltage falls below 12.5 Volts. This is to prevent the battery from discharging.
To activate the system, the ambient temperature must be at least 16°C. The system activation is dependant upon ambient temperature and not air
conditioning usage.
The fan runs at full speed for 10 seconds, starting 30 seconds after the ignition is turned off.
After 10 minutes the fan starts again and runs for 10 seconds.
Note!
This cycle is repeated for approximately two hours.
During this time, the fan motor will run at full speed for a maximum of two minutes in total.
If the engine is started during this time, the start system is always reset.
Preparations 2
Make a note of the radio code.

Disconnect the battery negative lead.
Remove:
- the soundproofing panels on the driver and passenger sides
- the side panels on the center console.
Note!
Set the blower fan switch to 0.
Assembling a new control module from the kit 3
Take out the new control module and the mounting plate.
If necessary, bend out the flanges on the mounting plate so that the distance between the edges of the flanges is 75 mm.
Remove the backing from the tape on the control module.
Note!
Ensure that the hole (2) is aligned with the wiring going into the control module as illustrated.
Install the mounting plate on the control module as illustrated. If necessary, bend the flanges outwards to secure the control module on the
mounting plate.
Installing the new control module on the blower fan housing 4
Disconnect the connector on the blower fan motor.

Carefully bend the connector downwards and press the catch upwards using a small screwdriver. Pull the connector out at the same time.
Position the new control module under the fan shroud.
Install the screw and washers supplied into the two hollow shafts (1) on the housing as illustrated.
Remove the connector from the relay.
Connecting the cable harness 5
Connect the cable harness to the relay and the fan motor.
Position the long cable on the underside of the dashboard behind the center console and route it towards to the driver's side.
Secure the cable harness with the tie straps.
Note!
The wiring must not be stretched or positioned where it could come into contact with moving components or sharp objects.
Connecting the cable to the junction box (model year 2000) 6

Route the cable along the existing cable harness under the steering column and onwards to the junction box.
Remove the junction box from the dashboard mounting bracket.
Disconnect the two upper connectors from the central electronic module (CEM) to get better access.
A: Remove the connector from kit cable.

Open the secondary lock from the connector (from the kit) by moving it upwards.
Remove the cable by pressing down the locking tab (see illustration) using terminal removal tool 951 2636 on the cable terminal while pulling the
cable out of the connector at the same time.
B: Install the terminal in the existing connector.

Remove the connector from the junction box at the top right front side.
Open the secondary lock from the existing connector by moving it upwards.
Install the cable in position (4) in the existing connector.
Pull the cable to ensure that it is secured. Close the secondary lock.
C: Connect the cable to the junction box.

Connect the cable to the junction box at the top right front side. See the illustration.
Secure the cable harness. The wiring must not be stretched or positioned where it could come into contact with moving components or sharp
objects.
Reconnect the connectors to the central electronic module (CEM).
Install the junction box and secure it at the dashboard bracket.
Connecting the cable to the junction box 7

Remove the junction box from the mounting for the dashboard-mounting bracket.
Disconnect the two upper connectors from the central electronic module (CEM) (or remove) to gain better access.
Secure the cable harness with tie straps. The wiring must not be stretched or positioned where it could come into contact with moving components
or sharp objects.
Reconnect the connectors to the central electronic module (CEM) and reinstall (if removed).
Activating and checking the ventilation system 8
Caution!
Ensure that no one is in the car when connecting the battery.
Connect the battery negative lead. Wait at least 10 seconds.
Caution!
Switch off the ignition after 10 seconds. After approximately 20 seconds, the blower fan motor starts and runs at full speed for approximately
two seconds.
Note!
If the ambient temperature is above 16°C the blower fan motor will start and run two times after another 30 seconds.
Enter the radio code. Set the clock.

Check that the ventilation system is working normally by starting the motor. Check the functions of the ventilation system.
Finishing work 9
Install:
- the soundproofing panel on the driver's side
- the two side panels for the center console
- the soundproofing panel on the passenger side.
WARRANTY STATEMENT:
Claims may be submitted under the New Car Warranty when there is a documented customer complaint, using claim type 01.
A/C - Unpleasant Odors

S40/V40
2000-2001
Section:
8
Group:
87
No:
0024
Year:
02
Month:
07
Vehicles involved:
S40/V40 LHD
Evaporator, application of a protective coating
Background:
To prevent droplets of water becoming attached to the evaporator, a protective coating must be applied. This protective coating also ensures that the
growth of bacteria is minimized, to preventing unpleasant odors.
Affected vehicle
Materials
Special tool
Cool unit
Assemble special equipment 1
Assemble the special tool 999 7065 and 999 7064 and connect the spray gun to the workshop compressed air system. Remove the panel below the
dashboard on the passenger side, see VADIS:
Repair and Installation Function Group 88 Interior equipment Instrument and radio panel Removing the dashboard.
Remove the pollen filter and dry the evaporator 2

Remove the pollen filter cover (A). Pull the pollen filter (B) carefully outwards. If necessary, clean the housing and the evaporator. Install the cover
(A). Open the front windows about 10 cm. Turn the A/C switch to off. Set the heating temperature to maximum. Set the fan to the highest setting.
Select recirculation. Start the engine and let it idle for 15 minutes.
Note!
Be sure to connect an exhaust hose.
Prepare the vehicle for application of the protective coating 3
After 15 minutes, switch off the engine. Remove the cover (A) of the pollen filter. Turn the ignition switch to position 2. Set the fan switch to
position 2. This ensures complete and thorough coverage when applying the coating. Switch off recirculation. Open the vehicle's doors and ensure
that there is sufficient ventilation. Connect the bottle Part No. 1161570 to the suction line of the special tool.
Note!
Be sure to shake the bottle first.
Apply protective coating to the evaporator 4
Protect the interior and the floor covering with cloths. Close all dashboard air vents. Use rags to cover floor vents.
Warning!
Wear safety glasses, mouth protection and gloves. Ensure that there is sufficient ventilation.
Insert the nozzle through the opening of the pollen filter. Using the special equipment, completely spray the evaporator with the protective agent as
shown in the drawing.
Move the nozzle with a forwards and backward motion from the top to the bottom of the evaporator.
Note!
Be sure to use all the contents of the bottle.
Caution!
Now let the protective coating dry for five minutes so that it adheres to the evaporator.
Clean the tool after use by flushing thoroughly with water.
Dry the protective coating on the evaporator 5
Install cover to the pollen filter. Close the doors and open the front windows about 10 cm. Set the heating temperature to maximum. Set the fan to
the highest setting. Select recirculation. Start the engine and let it idle for 20 minutes (connect an exhaust hose). Turn the A/C switch to off.
Note!
Be sure that the pollen filter is removed and that the front windows are open.
Install parts 6
After 20 minutes, switch off the engine and return the switches to their original positions. Install the pollen filter (B). Install the cover (C). Install
the panel below the dashboard see VADIS;
Repair and Installation Function Group 88 Interior equipment Instrument and radio panel Removing the dashboard Remove cloths from the interior
and close the windows. Open air vents and uncover floor vents.
Note!
If the pollen filter is discolored (grey/black) this does not mean that it must be replaced. For replacement, see maintenance chart.
Warranty Information
WARRANTY STATEMENT:
Cooling/Engine Controls - ECM DTC A1Set

NO: 25-18
DATE: 5-21-2004
MODEL:
2000-2003
M.YEAR:
S/V 40
CHASSIS:
415000-992378
SUBJECT:
DTC ECM A1
REFERENCE:
VADIS, VEMS
DESCRIPTION:
Under certain engine warm up conditions ECM DTC A1 may set. Extreme cold temperature and a long engine idle time from cold start could
trigger the code.
SERVICE:
If ECM DTC A1 is set in a vehicle monitor the operation of the engine thermostat using VADIS. At normal operating temperature the engine
coolant temperature should be approximately 90°C. If the engine is not reaching proper operating temperature verify operation of the thermostat
and replace if necessary.
Perform the current VEMS download using VADIS version B or later. If the DTC returns, fault trace in accordance to VADIS.
Engine - Inconsistent Idle With A/C ON

NO: 25-14
DATE: 1-9-2003
MODEL:
All Models Equipped with Turbo Charged Engine and Electronic Throttle Module (ETM)
SUBJECT:
Inconsistent Idle Speed, A/C On
REFERENCE:
VADIS
DESCRIPTION:
Carbon deposits can form in the coolant nipple (vacuum side), located on the underside of the intake manifold, and the Electronic Throttle Module
(ETM) bore on cars frequently driven short distances. This residue can cause idle speed to become uneven and noticeable to the driver especially
with the increased load produced by the air conditioning compressor cycling on and off. This Tech Net Note describes how to clean the
coolant-heated nipple in the intake manifold and the ETM bore.
1. Intake manifold, removing

Remove the intake manifold, see VADIS:
Repair and Installation Function group 25 Replacing the intake manifold/gasket. Remove the banjo bolt. Lift out the intake manifold.
2. Nipple Cleaning
Disconnect the hose (1) from the nipple.
Blow the hose clean using compressed air (2). Loosen hose from opposite end and ensure air is flowing through hose. If the hose is blocked,
use a welding rod (approximately 250 mm) to clean the hose (1). Clean the nipple using a 2 mm drill bit (3). Install the hose on the nipple.
3. Preparations, ETM Cleaning
Remove the ETM from the intake manifold
4. Cleaning the ETM
Warning!
Use a fume hood or ensure that ventilation is good. DO NOT submerge throttle unit in cleaning solvent. ONLY use cleaning solvent
recommended in this bulletin.
Important!
Do not scrape or use a rotary wire brush to clean the unit.
Clean the ETM bore using cleaner H (P/N 1161436-9) and a soft bristle brush. Ensure that all the residue is removed from the surfaces shown
in the illustration.
5. Carefully wipe the bore clean on both sides of the throttle plate.
6. Flush the ETM bore using cleaner H on both sides of the throttle plate.
Check that there is no residue in the bore or on the throttle plate. Any remaining residue can promote new residue build up.
Repeat the procedure if necessary.
Install the throttle body (TB) on the intake manifold using a new gasket.
7. Intake manifold, installing
Install the new gasket for the intake manifold. Lift in the intake manifold. Install the banjo bolt with the new sealing washers
Install the intake manifold, see VADIS:
Repair and Installation Function group 25 Replacing the intake manifold/gasket.
Warranty InformationTechnical Service Bulletin # 2250026 Date: 010501
Exhaust Manifold - Retaining Nuts Loose, Missing

S40/V40
2000-2001
Section
2
Group
25
No.
0026
Year
01
Month
05
Vehicles involved:
B4204T2, T3
Exhaust manifold, retaining nuts
Background
If the retaining nuts for the exhaust manifold are found missing or loose during the scheduled maintenance service, all the flange nuts must be
replaced by a nut with captive washer. The new nut with captive washer has been introduced as a running change in production.
This condition may also be evident in the following circumstances:
Exhaust noise from under the hood.
Customer concern about noise from the exhaust system.
Affected cars
Materials

Check the tighting torque of the flange nuts
Retaining nuts, check tightening torque and leakage 1
Remove:
- heat deflector plate (A) over the exhaust manifold.
Check the tightening torque of all retaining flange nuts securing the exhaust manifold to the cylinder head.
Tighting torque 25 Nm (18 ft lbs.)
If the tighting torque is too low or there is a flange nut(s) missing, but there is no leakage from the exhaust between the cylinder head and the
exhaust manifold:
Method A: Replace the flange nuts
If there is exhaust leakage between the exhaust manifold and the cylinder head:
Method B: Replace the gasket check that the exhaust manifold is not distorted
Correct tighting torque:

No further action required.
Install:
- heat deflector plate, tighten to 25 Nm (18 ft lbs).
A: Installing new retaining nuts and tighten
Detach the front exhaust pipe from the turbo charger.
Slacken off the stay between the exhaust manifold and the cylinder block.
Slacken off all the flange nuts securing the exhaust manifold to the cylinder head to finger tight.
Remove the old nuts one by one. Replace them with new nuts with captive washer, P/N 982297. Finger tighten the new nuts.
Tighten the new nuts to 32 Nm (24 ft.lbs), starting from the center and working toward the outside of the exhaust manifold.
Position the stay. Tighten to 25 Nm (18 ft.lbs.).
Position the front exhaust pipe. Use a new gasket.
Tighten the nuts to 25 Nm (18 ft.lbs).
NOTE:
Ensure that exhaust components are not under stress during installation.
Check for leakage.
Install the heat deflector plate. Tighten to 25 Nm (18 ft.lbs).
B: Replacing exhaust manifold gasket and checking exhaust manifold for distortion.
Remove the exhaust manifold from the cylinder head.
See VADIS: Replacing the exhaust manifold. Model year 2000-.
Clean the mating surfaces between the manifold and the cylinder head.
Check that the exhaust manifold is not distorted.

Use a straightedge and a feeler gauge.
Readings:
- Less than 0.15 mm (0.006"): Replace gasket.
- 0.15 mm (0.006") or more. Replace exhaust manifold.
Exhaust manifold, installing 2
Install the exhaust manifold on the cylinder head, use new gasket.
See VADIS: Replacing the exhaust manifold. Model year.
NOTE:
Always use new nuts, P/N 912297.
Tighten nuts to 32 Nm (24 ft.lbs.), starting from the center and working toward the outside of exhaust manifold.
NOTE:
Carry out a function and leak test.
Install the heat deflector plate on the exhaust manifold.
Tighten to 25 Nm (18. ft.lbs).
WARRANTY STATEMENT:
Drivetrain/Frame - Clunking Noise When Shifting

NO: 61-04
DATE: 7-24-2003
MODEL: SN 40
M. YEAR: 2000, 2001, 2002, 2003, 2004
CHASSIS: All
SUBJECT: Front Center Member Bushings
REFERENCE: Vadis
DESCRIPTION:
A clunking noise may be heard during gear changes between drive and reverse.
SERVICE:
Front center member steel bushing could be at fault. Follow the procedure below to fault trace and replace the bushings it necessary.
Checking and replacing front center member Bushings.
Re-torque the front center member bolts. 1.
Loosen the two front center member bolts (1) and Re-torque to 52 ft lbs (70 Nm).
Loosen the two rear center member bolts (2) and Re-torque to 52 ft lbs (70 Nm).
Test drive and check if the noise is still present. If the noise is gone; Then you should replace the four center member steel bushings, as per the
procedure shown below
If the noise is still present, fault trace as required.
Steel bushings in front center member. 2.
A: Production fitted steel bushings.
B: Service kit fitted steel bushings (this bushing has a larger surface contact).
Service kit P/N 30652081

(consist of 4x steel bushings).
Replace the four steel bushings. 3.
Remove:
- the front engine cover plate(s).
- the heat shield lower rear mount.
- the nuts (1) from the front and rear lower mounts
Loosen the front and rear bolts (2).

Front side: center member.
Remove:
- the two bolts (2) and the bolt (1).
- the bushings and check the rubbers (3) for damage.
- (Replace rubber bushings as needed)
Install:
- the rubbers (3) and new steel bushings (4), on the center member, install the bolts and hand tighten
Note! correct position rubbers, see illustration.
- the lower mount bolt (1) and place the nut hand tighten.
Rear side: center member
Use the same method as at the front side.
Note! correct position rubbers, see illustration. The rear and front side must be in similar position.
Finishing. 4.
Tighten the (4x) bolts (2) to 52 ft lbs (70 Nm). First tighten the rear lower mount (1) to 41 ft lbs (55 Nm), then the front lower mount (1) to 41 ft lbs
(55 Nm)
Install:
- the heat shield (tighten to 7.5ft lbs)(10 Nm)
- the front engine cover plate(s)
Warranty Claim Information

Suspension - Rear Shock Absorber Noise

NO: 76-02
DATE: 1-6-2003
MODEL/YEAR: SN 40 MY 2000-2003
SUBJECT: Noise from Rear Shock Absorbers
CHASSIS: 0415000-919999
REFERENCE: VADIS
DESCRIPTION:
Noise from the rear shock can transfer into the body of the vehicle. A new improved rear upper shock mount has been introduced MY 2003 starting
with ch. no. 920000.
SERVICE:
If an excessive shock noise is transferring into the body replace both rear upper shock mounts with PN 30620916. Follow the instructions in
VADIS.
See pictures for differences in early and late mounts.

NOTE!
It installing rear upper shock mount do BOTH sides.
New rear upper shock mount.Technical Service Bulletin # 8850019 Date: 010101
Interior - Manual Front Seat Whining/Creaking Noises

Section
8
Group
85
No.
0019
Year
01
Month
01
Front seat (manual adjustment), noise
Background
In most cases a customer complaint about noise from the front seats can be reduced by applying lubricant according to the methods in this service
Bulletin.
Materials
Front seat (manual adjustment, lubrication
Lubricating the front seat (manual adjustment)
Preparations before lubrication
Ensure that the unprotected areas of the seat / carpet are not exposed when applying the lubricant.
Whining noise when cornering
Complaint
Whining noise from the rear edge of the seat cushion when cornering. The noise could originate from the upper mounting in the seat frame for the
gas strut (positioned under the lower section of the seat cushion).
Corrective action
Push the rear corner of the seat cushion to one side. Spray lubricant P/N 1161030 onto the retaining washer under the seat cushion, also on the
lower mounting at the rail side from underneath.
Creaking noise during cornering and driving in "stop and go" traffic
Complaint
Creaking noise when cornering and driving in stop and go traffic.
The noise can originate from the mounting for seat rails in the floor.
The noise occurs between the compressed components (as arrowed in the illustration).
Corrective action
Spray lubricant P/N 1161030 in the gap between the compressed components
Allow the agent to work for a few minutes.
Check that the noise has disappeared. Sit on the seat. Test drive the car in a manner that would cause the noise.
Note!
It is important that the seat is readjust to the customer settings.
Creaking noise when driving in stop and go traffic
Complaint
Creaking noise from the rear edge / release mechanism of the backrest when driving in stop and go traffic.
The noise can occur when sitting on the seat and pressing the upper section of the backrest backwards.
The noise appears to come from the upper section of the backrest.
Corrective action
Detach the "long-load catches". Fold the backrest forwards.
Spray lubricant P/N 1161030 between the rivets and the plate towards the centre of the seat by the adjustment mechanism.
Noise or play in the height adjuster
Complaint
Check whether the customer complaints about noise or play in the height adjuster.
Corrective action
If only noise is noticed spray the links of the height adjuster using lubricant P/N 1161030.
If there is play in the height adjuster replace the height adjuster according to the method in VADIS: Section 8 Bodywork and interior, Repairing
and installation, Removing, replacing and installing, group of functions 85 Interior, Front seat cushion.
WARRANTY STATEMENT: Claims may be submitted under the New Car Warranty when there is a documented customer complaint, using claim
type 01.Technical Service Bulletin # TNN25-16 Date: 030731
Engine Controls - DTC ECM 16

NO: 25-16
DATE: 7-31-2003
MODEL:
S/V 40
M. YEAR:
2000, 2001, 2002, 2003, 2004
CHASSIS:
415000-030337
SUBJECT:
DTC ECM 16
REFERENCE:
VADIS
THIS TECH NOTE SUPERSEDES THE PREVIOUS TNN DATED 7-25-03. PLEASE UPDATE YOUR FILES.
DESCRIPTION:
DTC ECM 16 could appear in 2000 to 2004 model year S/V 40 vehicles. The root cause is contamination of the reference air for the front oxygen
sensor. An adapter cable will prevent the contamination from affecting the sensor.
SERVICE:
If DTC ECM 16 is detected please follow the instructions below.
1. Install extra adapter cable.
Read out and erase the fault code. Refer to Resetting Adaptive Values as described.
Remove the connector cover. Remove the black connector for the front oxygen sensor (four wires) at the connector stay.
Install the adapter cable PN 30650686 in between the disconnected connectors. Route the adapter cable under the other cables.
Place the new connector as shown in the illustration and tie-up the wiring. Install the connector cover. When routing cables make sure the
cover stays in place.
Verify that DTC has not returned. If the fault has returned replace the front lambda sond as per VADIS.
Note:
Do not remove the adapter cable it replacing the oxygen sensor is necessary.
Resetting Adaptive Values
Instructions for resetting adaptive values are found in the fault tracing instructions for DTC ECM 16 Front Oxygen Sensor.
1. DTC ECM-16. Select signal too high. Permanent fault.
2. Checking the terminal. Were any faults found? Answer yes.
3. Verification. Does the value oscillate between approximately 0 and 1 V? Answer yes.
4. Resetting adaptation. Follow the instructions on the screen.
Engine Controls - ECM DTC A1

NO: 25-17
DATE: 3-18-2004
MODEL:
2000-2003
M.YEAR:
S/V 40
CHASSIS:
415000-952893
SUBJECT:
DTC ECM A1
REFERENCE:
VADIS, VEMS
DESCRIPTION:
trigger the code.
SERVICE:
If ECM DTC A1 is set in a vehicle perform the current VEMS download as the first step in diagnostics/repair. If the DTC returns, fault trace
according to VADIS.
Electronic Throttle Module - Uneven Idle

S70/V70 1999-2000/C70 1999-
S80 1999-/V70/S60 2001-
Section
2
Group
25
No.
0023
Year
01
Month
07
Reference:
Vehicles involved: All equipped with Electronic Throttle Module
Electronic Throttle Module (ETM), Cleaning
Background:
Carbon deposits can form in the throttle module bore on cars frequently driven short distances. This residue can cause idle speed to become uneven
and noticeable to the driver especially with the increased load produced by the air conditioning compressor cycling on and off. This Service
Bulletin describes how to clean the throttle module bore.
Materials:
Description Quantity Part no.
Cleaner H 1 1161436
Preparations
Removing and installing the throttle unit see VADIS:
Replacement and installation
Function group 25
"Replace the throttle unit".
Cleaning the ETM
Warning!
Caution!
Clean the ETM bore using cleaner H (P/N 1161436-9) and a soft bristle brush.
Ensure that all the residue is removed from the shaded surfaces shown in the illustration.
Carefully wipe the bore clean on both sides of the throttle plate.
Flush the ETM bore using cleaner H on both sides of the throttle plate.
Install the throttle body (TB) see VADIS:
Function group 25

WARRANTY STATEMENT: Claims may be submitted under New Car Warranty ONLY one time per vehicle when there is a documented
customer complaint, using claim type 01.Technical Service Bulletin # 2230045 Date: 991201
Emissions - Canister Purge Valve Ticking Noise

S40/40
2000-
Section:
2
Group:
23
No.:
0045
Year:
99
Month:
12
Vehicles involved:
B4xx4T2/S2 200-
Canister purge (CP) valve, ticking noise
Background
A ticking noise may be heard from the canister purge (CP) valve. The noise increases in cold weather. A rubber-covered clamp that dampens the
noise has been introduced as a service solution.
Engine Model year Chassis number
B4xx4T2 2000- 415000-
Materials Number Replacement part number
Clamp 1 981143
Installing the clamp on the canister purge (CP) valve (turbocharged engines) 1
Remove the outer covers. Remove the inner cover (4 screws) 2
Remove the canister purge (CP) valve from the mounting on the fan shroud.
Cut off the mounting for the canister purge (CP) valve to 3
avoid contact with the new mounting.
Install the clamp on the canister purge (CP) valve. 4

Remove the existing screw on the charge air cooler (CAC). 5
Install the canister purge (CP) valve. Tighten the screw.
Check 6
Check that the clamp is not in contact with the charge air hose. Turn the clamp if necessary. Install the inner and outer covers.
WARRANTY STATEMENT: Claims may be submitted under the New Car Warranty when there is a documented customer complaint using claim
type 01.
Restraints - SRS Lamp ON/Side Impact Sensor DTC Set

NO: 88-33
DATE: 7-29-2003
MODEL: S/V 40
M. YEAR:
2000, 2001, 2002, 2003, 2004
CHASSIS:
0415000-
SUBJECT:
Moisture in B-pillar Side Impact Sensor.
REFERENCE:
VADIS
DESCRIPTION:
If the SRS warning lamp is on and the stored SRS-DTC indicates a fault in one of the Side Impact Sensors you should carefully check to see if
traces of moisture are visible in the sensor connector.
It has been found that moisture can enter the B-pillar via the grommet for the harness to the rear door.
The grommet for the rear door harness is fitted in the B-pillar with special care from the chassis listed above.
SERVICE:
If customer complaint is consistent with the above description and within the chassis break perform the following:
Note:
Refer to picture shown.
If traces of moisture in the connector are detected you must replace the SIPS Sensor and find the root cause (location) of the water leak and seal it.
After removing the SIPS-Sensor perform a visual inspection of the connector.
If any corrosion residue is visible (see photo) this is an indication that moisture has intruded into the sensor.
Note:
If any kind of water intrusion is identified, the sensor must be replaced.
M/T - 1st/Reverse Gear Difficult to Engage

NO: 43-47
DATE: 11-01-2005
MODEL: Vehicles with 5 or 6 Speed Manual Transmissions
M. YEAR: 1999-2005
SUBJECT: Difficult to Engage 1st and/or Reverse Gear
This Tech Net Note supersedes the previous 43-47, dated 8/5/04. Please update your files.
This applies to all 1999 S/V/C 70 cars, as well as S40/V50/S60/V70 cars built before:
544 -053404
545 -048974
384 -425275
285 -459438
The grease was introduced in production on cars built after this point.
DESCRIPTION:
Some customers may complain that it is difficult to engage 1st and/or
reverse gear, especially after the car has been sitting overnight.
SERVICE:
If a customer complains of this symptom, verify that there is no air in the clutch hydraulic system and that the gearshift cable is correctly adjusted.
If the symptom persists, clean and lubricate the input shaft splines according to the following procedure. Place a piece of cardboard over the input
shaft as shown below; to protect the slave cylinder and input shaft seal during the procedure:
1. Clean the Input Shaft thoroughly using universal oil (PN 1161657) and a wire brush. Wipe the splines off with a rag. Check that there is no
dirt left on the shaft.
2. Spray the Input Shaft with a thin layer of PN 30759651. Wipe off any excess.
Suspension - Rear Suspension Knocking/Squeaking Noises

NO: 72-05
DATE: 8-01-2002
MODEL/YEAR: S/V40
SUBJECT: Rear suspension noises
CHASSIS: See Below
REFERENCE: VADIS
DESCRIPTION:
When diagnosing a rear suspension noise on S/V 40 cars the following items could be the source.
SERVICE:
1. A knocking noise during large suspension movements could be caused by movement of the rear spring on the spring seat.
^ Install rubber spring insulator P/N 30620557 between the rear coil spring and the spring seat.
^ Follow instructions for rear spring replacement in VADIS.
2. Noise from parking brake cable where it slides through the retaining bracket located next to the rear trailing arm front attaching point.
^ Lubricate the brake cable where it slides though the retaining bracket.
^ Use silicone grease PIN 1161325 or similar.
^ The cable must be able to slide in and out of the bracket freely.Technical Service Bulletin # TNN36-45 Date: 040716
Ignition Systems - Failed Ignition Key Programming

NO: 36-45
DATE: 7-16-2004
MODEL: S/V40 MY2000-2004; S/V70 MY1999-2000; C70 MY1999-2004
SUBJECT: Failed Ignition Key Programming
REFERENCE: VADIS
DESCRIPTION:
Cases are reported that new correctly cut spare part ignition keys can't be programmed to the immobilizer ECU. VADIS may indicate that one or
more DTC's are present related to the failed programming.
The most frequent cause of failed ignition key programming is that the immobilizer ECU memory has reached its maximum capacity. The memory
of the immobilizer can be cleared by disconnecting the battery negative lead for at least one minute.
This TNN provides some guidelines on the programming of ignition keys with an integrated transponder for the S/V40 MY2000-2004, S/V70
MY1999-2000 and C70 MY1999-2004. These vehicles have a similar immobilizer system and ignition key with integrated transponder.
SERVICE:
Establish the correct vehicle profile, and order the ignition key application software according to the established routine in VADIS.
Obtain radio code.
Disconnect the battery negative lead as described in VADIS Information Manager, Function Group 3, for at least one minute.
Complete the procedure by reconnecting the battery negative lead, downloading the software and programming the key.
Additional tips on ignition key programming
^ If you plan to program more than one key and one of the keys fails, perform the battery reset procedure as mentioned above and try to program
the key again.
^ To avoid interference, no other ignition key should be near the ignition key being programmed.
^ It's not necessary to replace the keys when an immobilizer antenna ring is replaced. The spare part keys can be recognized as below:
^ The key for X40 MY03- has the transponder and remote built into the same housing. It is called KIR (Key Integrated Remote).
^ The key blade from an X40 MY03- KIR does not need to be replaced if the remote or transponder is faulty.
Method to replace the key blade:

Logon to VADIS as usual and profile the car using the complete VIN and then proceed with the following steps in the VADIS information
manager:
1. Select: Function Group 3
2. Select: Repair and installation instructions Removal, replacement and installation
3. Select: 36 Other electrical equipment --> Ignition key/remote control --> Ignition key/remote control, replacingTechnical Service
Bulletin # 3360022 Date: 021001
Wipers/Washers - Wipers Shudder/Noisy

S40/V40/S60/C70/S70/V70/V70/ XC/S80
1998-
Section:
3
Group:
36
No.:
0022
Year:
02
Month:
10
Adjusting wiper arm
Background:
This Service Bulletin describes how to adjust the angle of the wiper arm correctly to address issues of shuddering and noise during operation
Special Tools
Description P/N
Measuring tool 951 2931
Other electrical equipment
Adjusting the wiper arm 1
Check that the wipers are in the parked position. Switch the wipers on and off again with the ignition switched on.
Fold out the wiper arm.
Remove the wiper blade.
Install the tool (A) loosely on the wiper arm (B), as illustrated.
Carefully fold the wiper arm and tool towards the windshield.
NOTE:
The base of the tool must be in contact with the windshield.
Tighten the tool (A) to the wiper arm (B) using screw (C).
S60/C70/S70/V70/V70XC/S80 2
Read the angle of the wiper arm to the windshield for both the driver and passenger side from the scale on the tool.
Correct angle:
- 4 degrees.
Caution:
Do not use excessive force when adjusting the wiper arm.
Adjust the:
- angle of the wiper arm as necessary

- wiper arm as illustrated.
Fold the wiper arm out and remove the tool.
Install new wiper blades and carefully fold the wiper arm down.
Test the function.
S40/V40 3
The correct angle is within the following range:
- 3 to - 5 degrees.
Caution:
Adjust the:
Fold the wiper arm out and remove the tool. Install new wiper blades and carefully fold the wiper arm down.
Test the function.
type 01.
Windshield Washer - Poor Performance

S40/V40
2000-2001
Section
Group
36
No.
0021
Year
02
Month
05
Checking and re-routing windscreen washer hoses
Background
This Service Bulletin describes how the windscreen washer hoses should be checked/adjusted when having decreased washer function.
Affected vehicles
Materials
Checking position of hose and hose routing 1
Check the hose on the left and right side nozzle: it should not be kinked and should form a loop (A) of not less than 35 mm (~1-3/8 in.).
Note! The hose must in no way be pinched or kinked, nor have any tendency to kink.
On the right side, check if the hose is pinched by the hood insulation panel (B). If necessary, mark where material needs to be removed.
If the hose is pinched by the hood insulation only:
Remove material from the hood insulation panel as marked to ensure that the hose lies in place freely.
If further obstructions, such as pinching or kin king, are found elsewhere, see the following method.
Rectify nozzle connections if necessary 2
Remove hood insulation panel completely.

Note! Always replace existing hoses with new hose. Fit so that pinching cannot occur when hood insulation panel is refitted.
Cut hose to the correct length:
Left: +/- 560 mm (~22-1/16 in).
Right: +/- 160 mm (~6-5/16 in).
Affected vehicles: 3
2000-2001, cars with headlamp wash/wipe
Replacing hose from T-valve on inner fender to T-valve on hood
Remove:
- hose bend (C) from its fastening on the hood (MY

2000)
- hose (G) that runs from connection (D) along the

inner fender to connection (E).
Install new clip (C) (MY 2000 vehicles).
Slide new hose (G) through the mounted clip (C) and through openings (A) in hood by the T-connector (E) and connect.
Push hose (G) into clip (B) on inner fender and pull straight through to the front.(do not bend)
Measure off a length of hose (G) sufficient to reach T-connector (D), and cut to length. Connect the hose to the T-connector.
Note! Verity that the hose fits snug along the inner fender and does not kink or pinch when closing the hood.
2000-2001, cars without headlamp wash/wipe
Replacing hose on inner fender to T-valve on hood
Remove:

2000)
- hose (G) from connection (E).
Place a rag over the ABS unit.
Cut through and remove hose (G) above ABS unit (H).
Slide new hose (G) through clip (C) and openings (A) in bonnet by T-connector (E) and connect.
Push hose (G) into clip (B) on inner fender and pull it straight through to the front.(do not bend)
Install nipple (F) into the hose coming from windscreen washer reservoir.
Measure off a length of hose (G) sufficient to reach nipple (F), and cut to length. Install hose to the nipple.
Remove rag from the ABS unit.
Note! Verify that the hose fits snug along the inner fender and does not kink or pinch when closing the hood.
Installing and function check 5

Ensure that the hose lies in place freely.
Reinstall hood insulation panel. Be sure to fit behind recess and fix in place with clip. Recheck run of hose to windscreen washer nozzles.
Close the hood.
Check windscreen washer function.
type 01.Technical Service Bulletin # 2210027 Date: 000301
Engine Oil Filler Grate - Works Loose

Section
2
Group
21
No.
0027
Year
00
Month
03
S40/V40
2000 Partly
Campaign No. 98
Engine oil filler grate, inspection
Background
An oil filler grate is located in the engine oil filler neck of certain model year 2000 vehicles. In rare instances this grate may become loose. The
following inspection must be performed to check the oil filler grate.
Remove Oil Filler Cap 1
Inspect: look to see if oil filler grate is visible.
If VISIBLE: proceed to next step.
If NOT visible - take a magnet and insert it into the filler neck. Move magnet in all directions including passing the magnet over oil puddles.
Remove magnet and check magnet for metal shavings.
If the oil filler grate is not visible and metal shavings are present contact your Regional FTS or the Technical Hot-line.
If the oil filler grate is not visible, and no metal shavings are present inspection completed. Using tire chalk, place an X across the top of the oil
filler cap.
Checking the oil filler grate 2
Tool Needed: Hammer with a rubber handle. Handle diameter must be 30-40 mm (1.16-1.57 inches).
Note!
Do not hit the oil filler grate with the hammer.
Insert the handle into the filler neck.
Push down on hammer, and at the same time observe grate to see/feel if loose.
If necessary, repeat a second time.
If grate is NOT loose - inspection is complete. Using tire chalk, place an X across the top of the oil filler cap.
If grate IS loose - proceed to the next step.
Engine oil filler grate, inspection Inspection of Oil filler grate
Removing the oil filler grate 3
Covering the oil filler sleeve
Install tape on the filler neck to protect cap sealing surface. Use two layers of duct tape.
When performing this operation, take all precautions necessary to protect the cap sealing surface.
Caution!
Failure to cover the oil filler neck could result in damage to the sealing surface and require its replacement.
Bending attachment 4
Note!
The following illustrations do not show the protective tape. The tape must remain in place throughout the entire procedure.
Insert screwdriver behind the attachment. Bend attachment 45 degrees inward.
Making kinks 5
Using a small chisel, make a mark on both sides of the center louver. Mark should be in-line with the straight cut side of the louver.
See Illustration.
Grab attachment with a pair of channel locks. 6
Using a flat blade screwdriver, press down on one of the marks, at the same time, bend grate over with channel locks.
Folding the oil filler grate 7
Move screwdriver to other side if necessary. Fold grate in half.
Removing the oil filler grate and masking tape 8
Grab grate with channel locks. Carefully move the grate up and down and from side to side until second attachment loosens.
Remove grate.
Remove protective tape. Carefully inspect cap sealing surface for damage.
Check for any metal shavings, remove using a magnet. Using tire chalk, place an X across the top of the oil filler cap.
Headlamps - Auxiliary Resistor Wire Harness

S40/V40
2000-
Section
3
Group
37
No
0008
Year
00
Month
10
Auxiliary harness, head lights
Background
A new resistor wire harness has been introduced to extend the life of the low-beam headlight bulbs. The new harness is available as a spare part
Following these procedures, resolve customer complaints about low-beam lifespan by installing the new harness in line with the existing wire
harness and replacing both low beam bulbs.
Affected Vehicles
Materials
Special tools
Installation of an extra wire harness and new bulbs
Preparatory work
Turn off the ignition.
Open the bonnet.
Replacing left and right low beam bulbs

Turbo versions: remove the protective covers over the headlamp bulbs if applicable.
Caution!
Do not touch the bulb glass.
Squeeze the retaining clips as pictured. Remove the electrical connector and bulb from the headlight assembly.
Remove old bulb and discard.
Install new bulb in the connector and reverse the procedure to complete installation.
Removing panel
Remove the driver side, under-dash panel covering the central electronic module (CEM).
Remove the connector (A) from the CEM.
4
Connecting the cable harness to the CEM
Open the catch (A) by pushing it out (approximately 2 mm) on the other side at points (B).
Insert terminal removal tool 951 2636 in terminal slot 4 and terminal slot 12 respectively as indicated in the illustration. Push the catch (C) to one
side.
Remove the wire from the connector.
Connect the two wires from the auxiliary harness to slot 4 and 12 in the CEM connector as per illustration.
Carefully pull on the wire to check that it is secured. Push the catch (A) back into place. Reinstall the connector in the CEM. Check that the
connector is secure.
Reinstall the connector in the CEM. Check that the connector is secure.
Installing the wires into the connector
Check if the catch (A) is open. Open if necessary by pressing the lock out.
Position the new connector (B).
Insert the two wires from the auxiliary harness in the connector.
Note!
Ensure that the wiring to slot 4 in the (B) connector is also connected to slot 4 in the CEM connector
Pull carefully on the wire to check that it is secured. Push in the lock catch (A).
Securing the cable harness

Assemble the new cable harness in the connector (C).
Secure the cable harness in as large a loop as possible to the existing cable harness (A) and to the support bracket (B).
Use the supplied clips.
Caution!
Ensure that the wiring is not chafing or/and pinched at any point.
Reinstall the cover panel(s) on the dashboard.
Identify vehicles with harness Installed
To identify which vehicles within the chassis range listed on the cover page have a harness installed, the vehicle should be marked.
Place an X as pictured on the A/C label under the hood with a black permanent marker.
Checking the function
Turn the ignition key to position I.
Warning!
Ensure that nobody is in the car when connecting the battery.
Wait at least 10 seconds.
Check the function of the low beams.
Enter the radio code.
Set the clock to the correct time.
WARRANTY STATEMENT:
Claims may be submitted under the New Car Warranty when there is a documented customer complaint, using claim type 01.Technical Service
Bulletin # 8840031 Date: 010401
Front Door Window - Excessive Noise

Section
8
Group
84
No.
0031
Year
01
Month
04
S40/V40
2000-
Front door window, replacement
Background
New windows have been introduced for the front doors to improve quality and to prevent excessive noise. Because of a new lift bar, the door glass
appears to be larger because the glass does not fully drop into the door in the "down" position. The additional inside guide rail on the lock side has
also been removed.
The guide molding for the window is unchanged, but will be shortened when a new protective cap for the inner lock is introduced. The mounting of
the windows on the window mechanism now uses two M6 bolts. The window lift bar is bonded to the door window and does not need to be
installed.
Only the new window version is available as a spare part and can be installed in the older versions of cars without any changes.
Affected vehicles
Parts List
Front door window, replacing 1
Front door panel, removing
Close the door window.
Remove:
- cover panel from the door mirror
- speaker panel (A) and self-tapping screw
- self-tapping screw at the opener (B). Remove the housing (C) by pulling it forward
- caps and screws (D)
- handgrip tray (E) (disconnect the connector for the power window)
- pull the door panel off at the bottom by detaching the clips
- panel working from the bottom to the top.
Front door window, removing 2
Remove:
- part of the insulation panel to access the bolts
- window opened; the two mounting bolts (A)

- window, move the window upwards and turn it at the front side downwards and take it out (do not damage other parts while removing).
Front door window, installing 3
Install the window (starting from the front) in the front door. Position the window in the guide molding using a twisting movement. Do not damage
any components.
Lower the window so that the mounting holes in the window lift bar are opposite the holes in the fixed arm in the window mechanism.
Finger-tighten the bolts.
Wind the window up and down a few times and secure the window by the bolts. Tighten to 8 Nm (6 ft.lb).
Warning!
When replacing an old type of front door window with a new one, take care to use the right bolts and tightening torque 8 Nm (6 ft.lb). If the old
window is used be aware that the tighten torque of the screws is 4 Nm (3 ft.lb).
Open the window.
Install the insulation panel. If necessary, apply a new mounting strip (P/N 277253).
Front door panel, installing 4
Check the panel clips.
If necessary apply the weatherstrip.
Position the panel at the top (thread through the wiring for power windows). Press the door panel down so that the clips at the bottom engage.
Connect the wiring to the switch (power windows). Position the inner handle (E). Install the cover.
Position the housing for the opener (C). Hook the housing into the door panel. Install the screw (B).
Install the screws (D). Install the caps.
Install the screw (F). Position the loudspeaker panel (A).
Position the cover for the door mirror.
Close the window.
Clean the window.
Power Seat - Intermittent Lateral Movement

S40/V40
2000
Section:
8
Group:
85
No.:
0010
Year:
01
Month:
11
Reference:
This Service Bulletin replaces the previous SB 85-0010 dated April 2000, which should be discarded.
Purpose:
The time allowance is changed.
Electrically operated seat, minimizing lateral movement
Background
Intermittently the customer might experience minimal lateral movement during acceleration and deceleration, when driving a car equipped with
power seats.
Cars Involved
Model Factory Chassis no.
S40, V40 F 130001-614999
Materials
Description Quantity Part No.
Power seat kit 1 8619314

LH side
Rh side
Tools
Description Part No.
Ground lead 9511522
Minimizing the free travel in the power seat
Preparations 1
Make a note of me anti-theft radio code.
Detach the negative lead from the battery.
Position the seat to access and release all the mounting points.
The front edge of the seat must be in the uppermost position before the seat can be removed.
Note!
when removing a seat from a car with side airbags, the seat must be grounded. This is due to the Possibility of static electricity.
When the seat has been removed from its mounting position attach ground lead 9511522 or connect a suitable length of wire (stripped at both ends)
to the rear mounting.
Secure the other end to a suitable ground point in the car.
Removing and tilting the seat 2
Remove
- Move seat to forward most position.
- The left side mounting screw protective cover.
Note!
On right side it is possible to remove the rear mounting screw without removing the center console.
- Move the seat to the rear most position.
- The front mounting protective covers by sliding the protective covers forwards, the nuts (1).
Angle, tip and tilt the seat backwards towards the rear seat.
Note!
Secure the seat.
Note!
Do not damage the components.
Unpacking the kit 3
Unpack the kit. Remove the damp bolt and separate the bracket. Remove the lock pin from the bracket, as shown in the picture.
Installing the clamp 4
Position the damp (6), with gas strut attached, around the SIPS pipe. Ensure that the locator (2) is placed over the bracket (3) on the SIPS rail. Be
sure that the locator is completely seated in the bracket.
Note:
Move the wiring beside and avoid clamping between the bracket.
Secure the screw in the hole (1). Tighten the screw (4) to 10 Nm (7 ft.lb).
Installing the lower bracket 5
Remove the screw (1). Use a standard torx socket. Discard the screw.
Position the bracket (2) ensuring that the circlip is properly positioned. Secure the bracket using the new screw (3). Finger tighten the screw.
Positioning the bracket 6

Note!
Check that the hole in the seat motor is not obstructed.
Angle the bracket (1) and the gas strut upwards into place. High forces are needed to press the gas strut in and move the bracket into position. Use a
large pair of pliers to compress strut and position bracket.
Place and tap the lock pin (2) into position (see picture) to lock the bracket. The head of the lock pin must be flush with the surface of the bracket.
Tighten the screw (3) to 8 Nm (6 ft.lb).
NOTE:
Check that the bracket and mounting of the upper clamp are in a straight line.
NOTE:
Check that circlips are locked/secured in their groves.
Installing seats 7
Install the front seat in the car.
Connect the disconnected connectors. Screw the seat into place.
Tighten to the torque specifications illustrated.
Reinstall the other removed components.
Test the function of the seat.
WARRANTY STATEMENT:
Claims may be submitted under the New Car Warranty when there is a documented customer complaint. using claim type 01.
Steering/Suspension - Vehicle Pulls Left or Right

NO: 60-07
DATE: 8-29-2003
MODEL: S40 V40

M. YEAR: 2000, 2001, 2002, 2003, 2004
CHASSIS: 415000-
SUBJECT: Front End Pulls Left or Right (Camber Adjustment)
REFERENCE: VADIS
DESCRIPTION:
If a front-end pull exists it is now possible to adjust the front camber using camber kit PN 30630515.
SERVICE:
Follow the procedure listed below only after all of the normal fault tracing has been completed.
Installing adjustable camber bolts to restrict pulling to the left or right.
General 1.
First - check the following steps before installing the adjustable camber bolts.
1) Road test the car to verity the complaint.
2) Check the air pressures in all the tires.
3) The tires should all be in good condition with even wear patterns.
4) Check front and rear suspension for wear.
5) Pulling problems can also be caused by the power steering or brakes.
6) Check the four-wheel alignment always start at the rear (see wheel alignment specifications).
Install the adjustable camber kit only after the steps listed above have been ruled out as a fault.
Use adjustable camber bolts service kit

P/N 30630515
Car pulls to one side during driving. 2.

- Install and calibrate the alignment equipment according to the user manual.
Note! Always use four wheel alignment equipment.
- Raise the car.
Preparations.
- Remove the upper shock bolt (A) from both sides.

Installing the adjustable camber bolts on both sides.
- Install the bolt (B) from the service kit (the direction of the thread pointing forward in the car) on both sides.
- Install spacer 8-mm (C) and new flange lock nut (D) on both sides. Hand-tighten connection.
- Loosen the lower bolt connection (E) from the left and right front shock absorbers.
- If the car pulls to the RIGHT during driving see step 3.
- If the car pulls to the LEFT during driving
Car pulls to the right during driving. 3.
RH (right hand side) camber adjustment.
- Before tightening the shock absorber connections on the RH side PUSH the upper side of the wheel to the inside so that the camber value is
maximum negative see camber specification below.
Torque the shock bolts to 67 ft lbs. (90 Nm).
RH side values maximum permitted negative camber.
LH (left hand side) camber adjustment.
- Before tightening the shock absorber connection on the LH side PULL the upper side of the wheel to the outside so that the camber value is
(0.66°) more positive than the RH side.
LH side values maximum permitted negative camber.
Road test the car and check the driving properties.
- If the car pulls to the left during driving lower the permitted camber value on the LH side.
Car pulls to the left during driving. 4.
- Before tightening the shock absorber connections on the LH side PUSH the upper side of the wheel to the inside so that the camber value is

- Before tightening the shock absorber connection on the RH side PULL the upper side of the wheel to the outside so that the camber value is
(0.660) more positive than the LH side.
Torque the shock bolts to 67 ft. lbs. (90 Nm).
- If the car pulls to the right during driving lower the permitted camber value on the RH side.
Warranty Claim InformationTechnical Service Bulletin # 881A Date: 000701
Seat Belt - Extensions

GROUP:
88
NO:
1A
ISSUING DEPARTMENT:
Parts Support
CAR MARKET:
U.S. and Canada
DATE:
July 2000
TITLE:
SEAT BELT EXTENDER
200, 700/900, 850, S/V/C70, S/V90, S80, S/V40
Supersedes: SMB 88-1A, Jan. 2000
A front seat belt extender is available for owners who require one.
Seat Belt Extender forms must be faxed to Parts Support. In the U.S., fax to (201) 784-4551. In Canada, fax to (416) 493-8754. The original signed
order form should be kept in the retailer's file.
WARNING:
Seat belt extenders MUST NOT BE USED FOR THE REAR SEATS.
NOTE:
This is not a comfort item. It is intended only for persons who are physically unable to use the standard seat belt assembly. The extender is
strictly for use by these persons only, and can be ordered only by using the special ordering form attached.
Before ordering, please be certain that all seat adjustment possibilities have been considered. Also check for proper operation of the retractor and
latch before and after installing the extender.
Three seat belt and extender combinations are available.
APPLICATION:
240
From 1975 MY to 1987 MY (244 chassis No. ->257599, chassis No. ->750769), use Extender Type A. NOTICE: Seatbelt and catch must be
changed to:
240
From MY 1987 and up (244 chassis No.257600->, 245 chassis No. 750770->), use Extender Type A.
740/760
From 1983 MY to 1990 MY, (744 chassis No.-> 396999, 745 chassis No.-> 242699, 764 chassis No.->76899 and 765 chassis No.-> 31199) use
Extender Type A or B. (see part number below).
NOTE:
If the car has a single-retractor belt, a dual-retractor seat belt system must be installed according to instructions found on page 338 of Service
Manual TP 31127/1; Body, Interior, Climate.
From 1990 MY (744, Chassis No.397000->, 745 Chassis No.242700->, 764 Chassis No. 76900->, 765 Chassis No. 31200->)and up, use Type D.
780
From 1987 MY, up to and including part of 1990 MY (780 Chassis No.-> 9964), use Extender Type A.
From part of 1990 MY (780 Chassis No.9965->) and up, use Extender Type D.
900
From 1991 and up, use Extender Type D.
850
Note: For MY93 850 cars with Chassis Nos. below 44448, where an extender is needed, belt catches must be changed. Pivot type catch P/N
9136184 (driver's side) and P/N 9136185 (passenger's side) must always be used in combination with the extender. New catches will be provided
with the extender if the Chassis No. is below 44448.
S/V40, S/V/C70, S/V90, S80

Extender Type A can be used in conjunction with the seat belts shown.
Extender Type B can be used in conjunction with the belts shown.
Extender Type D can be used in conjunction with the seat belts shown.
Extender Type D can also be used in conjunction with all front seat belts in the following models: S/V/C7O, S80, S/V90
Seat Belt P/N Labeling:
Part numbers of seat belts are on labels sewn onto the belt webbing (see illustration). At the time of installation, the retailer is responsible for testing
the extender in the customer's vehicle to be sure that the correct extender/seat belt combination is used.
ORDERING PROCEDURES:
1. The retailer should complete the attached order form and secure the customer's signature, then FAX the form to Parts Support. Hand or mail a
photocopy of the completed form to the customer. You must retain the original form for the retailer file for legal purposes.
Note:
No extenders will be shipped without a completed order form, properly signed by the customer.
2. Parts Support will enter the order, which will then be sent to the retailer on a "drop ship" basis from the distribution center.
SEAT BELT EXTENDER ORDER FORM
SEAT BELT EXTENDER SAFETY WARNINGS
NOTICE!
The Volvo front seat belt extender is intended for use only by persons who are physically unable to use the standard seat belt assembly. Even
when the seat belt extender is properly installed and in use, the vehicle's safety restraint system may provide the user with less protection than
when the standard seat belt assembly alone is used.
RULES FOR USE OF A VOLVO FRONT SEAT BELT EXTENDER
The Volvo front seat belt extender must be used only as described below:
^ The seat belt extender may be used only for the vehicle and seat for which the extender was purchased.
The extender is not designed to work in any other make or model of vehicle or with any other seat.
^ The seat belt extender may be used only by the intended user. Use by other persons may result in decreased protection to them in the event of a
collision.
^ The seat belt extender must not be used for rear seats. Extenders are not designed to work with rear seats or seat belts.
^ When the extender is installed, the intended user seated in that position must buckle his or her seat belt, whether required by local law or not.
^ When not in use by the intended user, the seat belt extender must be removed from the seat belt buckle.
SEAT BELTS, SEAT BELT EXTENDERS, AND THE VOLVO SUPPLEMENTAL SAFETY RESTRAINT SYSTEM
From model year 1998 and up, the Volvo Supplemental Safety Restraint System (SRS) uses a two-threshold airbag deployment system that relies
upon information provided by sensors linked to the front seat belt buckles. These sensors tell the SRS whether or not the seat belt is buckled. In a
frontal collision, the airbag of an unbuckled seat position may deploy even if the airbag of a buckled seat position does not.
If either a seat belt or seat belt extender tab is inserted into the the seat belt buckle, the SRS will believe that a seat belt is in proper use. Therefore,
in a frontal collision, if the extender is installed and the seat belt is not properly used, the affected airbag may not deploy or may not deploy with
appropriate force!
VOLVO STRONGLY URGES YOU AND ALL ADULT OCCUPANTS OF YOUR CAR TO PROPERLY WEAR SEAT BELTS AND TO
ENSURE THAT CHILDREN ARE PROPERLY RESTRAINED IN THE REAR SEAT.
DVD Player - Won't Accept/Eject DVD's/Inoperable

NO: 39-58
DATE: 02-14-2007
MODEL: All with Factory Equipped RSE (Rear Seat Entertainment Systems)
SUBJECT:
Multiple discs inserted into RSE DVD player
REFERENCE:
VIDA fault tracing information
DESCRIPTION:
Customers may report that their RSE Rear Seat Entertainment DVD Player will not accept DVDs (DVD player will not allow DVD discs to be
inserted; DVD Player is inoperable or will not eject the DVD disc).
One possibility for this condition is that there may be 2 or more discs inserted into the DVD player. If multiple discs are found in the DVD player
please do not submit the unit for warranty. If a DVD player is returned for warranty with 2 discs inside, the claim and part will be denied.
Refer to the illustration for a method to remove stuck multiple discs with customer approval.
Note:
Any DVD Players returned to TMA disassembled or tampered with, will not be covered under warranty.
This TNN describes the method to inspect the DVD player for multiple disc insertion.
It is not necessary to remove the DVD player for inspection.
Carefully spread the protective dust cover apart using a hemostat or similar tool as described in this procedure. Be careful not to scratch the unit or
damage the opening of the DVD Player or damage the customer's DVDs inside the unit.
DO NOT ATTEMPT TO REMOVE THE DISCS WITH THE TOOL ABOVE. THE DVD PLAYER AND THE DISCS WILL BE DAMAGED
If there is one DVD stuck inside the unit and you were not able to eject the discs using the player's external control buttons, leave the disc in the
unit and return the DVD Player to TMA under the normal warranty return program. Disc will be removed and returned to the Retailer.
The procedure below describes the method to remove the stuck DVDs from the player that has had multiple disc insertion if the customer so
decides.
Note:
If you decide to remove the stuck Discs, please follow the procedure below. (DVD player must be removed to perform this operation)
Important:
Once the unit is opened it is no longer covered under warranty and will be denied if submitted. Please advise your customer of this before
proceeding. Volvo Cars of North America assumes no responsibility for damage to the player or discs if this method is used.
^ Carefully Insert pick as shown (without scratching the disc surface) below the spindle.
^ Gently lift up on the discs close the center hole so they will clear the spindle.
^ Grip the discs with your fingers and pull back to remove from player.
Return Discs to customers.

Antitheft - Immobilizer Lamp ON/DTC 321 Set

NO: 36-58
DATE: 5-1-2007
MODEL:
S40, V40
MODEL YEAR:
2000-2004
SUBJECT:
Immobilizer Warning Lamp Lit or Flashing, IMMO-DTC 321
REFERENCE:
VIDA
DESCRIPTION:
In S40 and V40 cars, the Immobilizer warning lamp may be lit after a successful cold start.
After a restart, or after switching ignition off and on, the warning lamp is not lit any more.
While the warning lamp is lit (engine is still running), Immobilizer Diagnostic Trouble Code IMMO-DTC 321 is stored. This DTC indicates a
communication problem between IMMO-ECU and ECM (Engine Control Module). When the warning lamp is not lit, there are no IMMO or ECM
DTCs stored.
The customer may also experience intermittent no crank (starter motor not activated) and flashing Immobilizer warning lamp in the DIM. In most
cases the engine will crank normally if the ignition is switched off and a new start attempt is made. In a few cases, several start attempts are needed
to get the engine running.
SERVICE:
Install service harness P/N 30652280 according to the method below.
1. Required parts. Refer to Photo 1.
2. Remove driver side dashboard sound proofing.
Refer to VIDA.
3. Remove steering column covers.
Refer to VIDA.
4. Remove connector from starter switch.
Refer to Photo 2.
^ Push the white plastic connector unlocking latch at the rear side of the connector.
^ While pushing the unlocking latch, pull connector E from the starter switch.
5. Install relay
Refer to Photo 1.
Install the relay (P/N 3472210) in relay socket D of the service harness.
6. Install service harness
Refer to Photo 3.
^ Install connector A from the service harness to connector E (that was removed from the starter switch).
^ Install connector B from the service harness to the starter switch.
^ Place the service harness in its mounting position and fasten it with the two cable ties to the existing harness. Make sure the routing
avoids potential chafing of the harness.
^ Remove one of the Junction Box upper fixation nuts, and install ground terminal C on the threaded stud. Tightening torque of the fixation
nut 4.5 Nm (3.3 lb-ft).
^ Check the resistance to ground through terminal C with an ohmmeter. The resistance shall be less than 1 Ohms.
7. Test function
^ Switch ignition on.
^ The relay located in relay socket D must switch on with ignition on.
^ Crank engine; engine must start.
^ Check if Immobilizer warning lamp switches off.
^ Switch ignition off; relay located in relay socket D must switch off.
8. Re-install steering column covers
Refer to VIDA.
9. Install driver side dashboard soundproofing
Refer to VIDA.
The wiring diagram after installation of the service harness is shown.

WARRANTY CLAIM INFORMATION
A/T - Cooler/Line Flushing When Replacing A/T

NO: 43-56
DATE: 4-21-08
MODEL: All
MODEL YEAR: All
CHASSIS: N/A
SUBJECT:
Automatic Transmission Cooler/Lines Flushing
REFERENCE: VIDA, TNN 43-08, TNN 43-48
Note!
If this is a printed version of a TNN, first check for the latest online version.
Description:
The purpose of this Tech Net Note is to work as a guideline for technicians when an automatic transmission is being replaced. In order for modern
automatic transmissions to properly adapt to transmission wear while maintaining comfortable shift quality, the pressure control is closely
monitored. For this reason, the automatic transmission fluid (ATF) must meet the transmission manufacturer's specifications.
A faulty transmission often has debris in the ATF, the coolers, the lines, and throughout the transmission. This debris must be properly flushed out
before a new transmission is installed. Flushing the ATF using the transmission oil pump of the newly installed transmission will not suffice and
can possibly cause damage to the new unit. Depending on the condition of the ATF, the transmission coolers and lines may need to be replaced.
The information below is copied directly from VIDA.
Service:
Once a transmission is properly diagnosed to be faulty and needs to be replaced, it is important that the proper procedures are followed for flushing
out the used ATF from the ATF coolers and lines. Note that some vehicles have two coolers; the cooler in the side of the radiator and the auxiliary
cooler.
When an automatic transmission is replaced, follow TNN 43-08 to properly fill out the Automatic Transmission Diagnostic Sheet and follow VIDA
to reset adaptive memory. Simply disconnecting the TCM (Transmission Control Module) or power from the TCM does not reset adaptive
memory!
On all vehicles, always flush the radiator, coolers, and lines before installing the new transmission. The guidelines and procedures for flushing vary
with each model.
There is a procedure for flushing coolers and lines found in a hyperlink in the VIDA transmission/gearbox installation procedure called
Transmission, preparations before installing for AW (Aisin Warner) 5- and 6- speed automatics and in the VIDA transmission replacement
procedure for the AW 4-speed automatic.
The guidelines for flushing coolers on a GM 4165 4-speed automatic are in VIDA/Information/Repair/Transmission, removing and there is a
hyperlink in
VIDA/Information/Repair/Transmission, installing for a flushing procedure called Oil cooler; flush cleaning. The guidelines for the 1999-2005 S80
will be updated to match the XC90. More details about these guidelines can be found below.
On a GM 4165 (2003-2005 XC90 16 and 1999-2005 580 6-cyl), if there is:
^ glycol in the transmission fluid (refer to TNN 43-48 for more information on checking for glycol contamination), this would indicate an internal
leak in the radiator requiring radiator replacement and flushing of the auxiliary cooler (if applicable) and cooler lines.
^ metal in the transmission fluid, this would indicate an internal transmission problem.
Note!
Metal in the ATF is nearly impossible to flush out completely. In order to be rid of all metal particles, complete replacement of the ATF cooling
system (radiator, auxiliary cooler [if applicable], and cooler lines) is required. See photo. Black sediment on the pan magnet is normal. See
photo.
^ dirty oil or oil that has surpassed its temperature limits, this would indicate friction component (band or clutch disc) breakdown and in order to
be sure all of the debris is out of the ATF cooling system, complete replacement of the ATF cooling system (radiator, auxiliary cooler [if
applicable], and cooler lines) is required. See photo.
Labor operation code 43720 should be used when the oil pan is removed for diagnostic purposes. Labor operation code 49115 should be used when
the ATF cooling system is flushed, not replaced.
Canister Purge (CP) Valve - Ticking Noise

Section
2
Group
23
No.
0045
Year
99
Month
12
S40/V40
2000-
Vehicles Involved: B4xx4T2/S2 200-
Background
B4xx4T2 2000- 415000-
Clamp 1 981143

Installing the clamp on the canister purge (CP) valve (turbocharged engines)
Remove the outer covers.

Remove the inner cover (4 screws)
Cut off the mounting for the canister purge (CP) valve to avoid contact with the new mounting.
4
Install the clamp on the canister purge (CP) valve.
Remove the existing screw on the charge air cooler (CAC).

Check
Check that the clamp is not in contact with the charge air hose. Turn the clamp if necessary.
Install the inner and outer covers
type 01.
Operation No. Labor description Time allowance
25924-2 Replacing the mounting for the canister purge (CP) valve 0.3hr

Section
2
Group
23
No.
0045
Year
99
Month
12
S40/V40
2000-
Background
B4xx4T2 2000- 415000-
Clamp 1 981143

2
5

Check
type 01.
TNN37-22 - 11/30/01
This TSB number TNN37-22, dated 11/30/01 has been superceded by TSB number TNN37-22 , dated 12/07/01
TNN37-39 - 03/21/07
TNN20-04 - 09/22/03
TNN40-02 - 06/21/06
TNN30-04 - 10/11/05
TNN25-16 - 07/25/03
Technical Service Bulletin # 88-1A Date: 990101
88-1A - 01/01/99
This TSB number 88-1A, dated 01/01/99 has been superceded by TSB number 881A , dated 07/01/00
2230058 - 03/01/02
This TSB number 2230058, dated 03/01/02 has been superceded by TSB number 23109 , dated 05/11/02
2230058 - 05/01/02
2230052 - 10/01/00
890011 - 12/01/02
Power Seats - Minimal Lateral Movement

Audio System - CD Stuck in Audio Unit

Keyless Entry - Intermittent Remote Operation

Technical Service Bulletin # 88-1A Date: 000101
Seat Belt Extender - Front Seat Only

This TSB number 88-1A, dated 01/01/00 has been superceded by TSB number 881A , dated 07/01/00
Recall - EVAP System/ECM Software Upgrade

A/T, Engine Controls - Software Upgrades

Engine/A/T Controls - ECM/TCM Upgrade for Various Issues

Engine, A/T Controls - DEM and TCM Software Updates

Campaign - Oil Filler Grate Inspection, Removal

Engine - Runs Rough/MIL ON/Misfire DTC's Set

Engine - Rough Idle/Misfire DTC's/Low Power/MIL ON

Engine - MIL ON/Misfire DTC's Set/Rough Idle/Low Power

Piston Cooling Valve - Replacement

Technical Service Bulletin # TJ19425 Date: 080620
Vehicle - Type and Platform Identification

Retailer Technical Journal 19425
Vehicle type and platform identification
Date: 06-20-2008
Note!
If using a printed copy of this Retailer Technical Journal, first check for the latest online version.
Background:
In our Service Literature, a vehicle is often referred to by its "type", not its "model".
For example: The S80 is type "184". You may also see the designation. For example: "P2X". This is referring to a platform type or vehicle family.
The charts will help to clarify the vehicle type and platform designations.
Policy - Service Upgrade Campaigns

GROUP:
00
NO:
202
ISSUING DEPARTMENT:
Warranty
CAR MARKET:
U.S. and Canada
DATE:
YEAR MONTH DAY
2001 07 19
TITLE:
Service Upgrade -
New Campaign
Category
BULLETIN REFERENCE
A. SERVICE UPGRADE CAMPAIGN DESCRIPTION

B. VEHICLE ELIGIBILITY
E. VEHICLES IN RETAILER INVENTORY
A. SERVICE UPGRADE CAMPAIGN DESCRIPTION
A Service Upgrade repair will be performed when Volvo Cars of North America and Volvo Cars of Canada Ltd. decide to provide a revision
or upgrade to a vehicle. Vehicles eligible for this type of upgrade are, model year 2000 and newer. The Warranty and Service Records
Information booklet (MY00 and MYO1 - pages 8 and 64) provides specific information on this type of repair coverage. The specific repair
should be made at the customer's next visit to an authorized Volvo retailer, regardless of whether a customer complaint is received.
Service Upgrades will not be used to perform safety-related or emission-related inspections and/or repairs.
B. VEHICLE ELIGIBILITY
Vehicle eligibility can only be determined by referring to the VEN-WARRANTY INQUIRY (DCS INQUIRY) screen. Announcement of a
Service Upgrades will be via DCS-Gram and service literature (Service Bulletin, Service Manager Bulletin, and Parts Bulletin) posted on the
VEN Intranet.
There will not he a parts allocation for Service Upgrade Campaigns. Volvo will, however, continue to ensure that the necessary parts
quantities are available in distribution centers prior to launching a Service Upgrade Campaign
Owners of vehicles that qualify for a Service Upgrade will not receive a notification letter. It will be the responsibility of the retailer to check
DCS Inquiry and inform the customer of the vehicle's eligibility. In all instances, the retailer must reference the upgrade on the repair order
(R.O.). The Service Manager Bulletin for each Service Upgrade will contain the recommended reference to be included in the R.O.
E. VEHICLES IN RETAILER INVENTORY
The upgrade should be completed on all qualifying vehicles in the retailer's inventory and prior to a customer taking possession of the
vehicle.
Retailers are to perform Service Upgrades on eligible vehicles regardless of mileage/kilometers or vehicle age. The Service Upgrade
campaign work is free of charge to the owner.
As with other VCNA campaigns, Service Upgrade campaigns will be completed at no cost to the customer. Reimbursement procedures will
be outlined in the published Service Manager Bulletin associated with the Service Upgrade campaign. Technical Service Bulletin #
00-196 Date: 000101
Vehicle - Service Information Strategy

GROUP:
00
NO:
196
DATE:
JANUARY 2000
TITLE:
Service Information Strategy
In an effort to minimize confusion when it comes to finding repair information, we thought it would be helpful to point out the strategy behind
Volvo Service information. When looking for a repair or diagnostic method, there are three places to look, in the following order:
TECH NET NOTES ( in Canada: Tech DCS Grams)

Tech Net Notes/ Tech DCS Grams provide the latest service information developed by VCNA in Rockleigh. These bulletins (different in format
only) are intended to provide fast, brief information about a product issue. Usually, unless the information is very short-lived. Tech Net Notes/
Tech DCS Grams are usually replaced by Service Bulletins.
For retailers already up and running on VEN Stage II, check out Tech Net Notes on the Retailer Intranet on VEN (Volvo Enterprise Network),
found on your networked VADIS cart. Hit the Service button, then click on Technical Service Information.
HINT
Want to be really up to date? Get in the habit of hitting the "What's New " button in the VEN Retailer Intranet Home Page every morning to see
information posted within the last 10 days.
SERVICE BULLETINS
This is global service information developed by Volvo Cars in Sweden. It provides more detailed and thorough information than Tech Net Notes.
Service Bulletins are distributed in paper form and via the Technical Service information icon on the VEN Retailer Intranet.
VADIS
This is global service information developed by Volvo Cars in Sweden. It is updated via CDs approximately seven (7) times per year. This is the
official service information source which has replaced service manuals (on MY99 and later cars) It has the advantage of being updated more
frequently, but you must remember to update your system with the latest CD as soon as it arrives!
These avenues of information have been established in an effort to provide you with repair and diagnostic information needed to repair cars right
the first time. Of course, it is also important that technicians have had the appropriate technical training for the vehicle and systems they are
working on.
For especially difficult to diagnose problems, if you cannot find what you need in the areas described above, you can turn to the Volvo Technical
Hotline at 1-800-500-5570.
However, call the hotline only of the technical has had the appropriate technical training and after you have checked in the areas described above,
otherwise too many unnecessary calls only result in long wait times to speak with a hotline specialist.
HINT
Check out the Tech Hotline area under the Technical Service Information button VEN, there you can find the pre-call-in form, FAQs
(Frequently Asked Questions) and other hotline information. FAQs may help eliminate your need to call!
Other information available on VEN under Technical Service Information:
SPECIAL TOOL BULLETINS
Information on new mandatory Volvo Special Tools, and modifications to existing special tools are published in Special Tool Bulletins.
SERVICE MANAGER BULLETINS
Information intended for Service Managers regarding service and warranty policies, service campaigns and recalls.
VADIS Information
Contains information and hints about VADIS CD releases, news, quick reference guide, etc. Technical Service Bulletin # 2230050 Date:
000301
Tools - Fuel pressure EMS 2000, measuring/fualt tracing

Bulletin:
2230050
Group:
23
Date:
03/01/2000
Fuel pressure EMS 2000, measuring/fault tracing
Models:
S40/V40
2000-
Tools
Fuel pressure EMS 2000, measuring Measuring fuel pressure EMS 2000
Removal
Remove:
- The cover over the throttle pulley.
- The aluminium plate, (on turbocharged engines).
- The protective cap on the Schrader valve.
Checking the vacuum system:
Disconnect the vacuum hose from the pressure regulator and the intake pipe.
Check that the vacuum hose is undamaged and not clogged.
Replace the front pressure regulator if there is fuel in the vacuum hose.
Check the vacuum hose nipple on the intake pipe, clean if necessary.
Continue with "Connect the test equipment" (3).
Connect the test equipment:

Assemble 999-5011 and 998-9725 with J-41031-A
Avoid fuel spillage.
Connect the open end of the hose from the fuel gauge to the fuel draining unit.
Warning: Secure the hose onto the fuel draining unit to prevent fuel leakage
Screw nipple J-41031-A into place on the Schrader valve.
Hang the gauge on the hood catch or the safety catches. Turn the cock to position (1).
Fuel pressure measurement:
Note: Note the measurement value at this step.The result might be needed as a reference in step 12.
Disconnect the vacuum hose from the pressure regulator.
Note: Position the gauge so that the movement of the needle can be read when the engine is started.
Start the engine.
The pressure should rise to approximately 309 kPa (45psi) immediately.
If the pressure is correct, continue measuring the "Front pressure regulator" (5) or (6).
A: The pressure rises slowly to the correct pressure:
B: Too low or too high pressure.

Front pressure regulator, B4XX4T
Caution! When applying vacuum or pressure to the regulator, do not exceed the pressure values stated. Damage to the diaphragm in the regulator
may occur.
Connect pump 999 5757 to the regulator.
Pump up a vacuum.
The pressure reading should go down.
Fuel pressure must not be lowered below 240 kpa.
Release the vacuum.
The pressure should rise to approximately 309 kPa immediately.
Pump up the pressure.
The pressure reading should go up.
Fuel pressure must not be raised above 380 kPa
Release the pressure.
The pressure should return to approximately 309 kPa immediately.
Continue with "Check the residual pressure"(7). If the pressure regulator is not functioning correctly, replace the front pressure regulator.
Checking the residual pressure:
The starting pressure is 309 kPa
Note the time.

The fuel pressure must not be lower than 200 kPa for 20 minutes.
Hint: Too low residual pressure can be caused by leakage in the injectors, the check valve in the fuel pump or leakage in the pressure regulators.
Remove the test equipment from the car. Return the equipment to the tool board.
Reinstall the removed components and the cap on the Schrader valve.
Note! The rear fuel pressure measurement test must only be carried out if the result of step 4 is in accordance with A or B.
Raise the car.
Remove the guard.
Warning! The fuel filter must not hang from the fuel lines during this test. Secure the fuel filter using tie straps.
Slacken off and open the clamp for the fuel filter (1)
Carefully work the filter downwards.
Remove the cap on the Schrader valve.
Screw nipple J-41 031-A (2) into place on the Schrader
valve, see 3.
Note: Hang the pressure gauge so that the value can be read off easily when the car has been lowered.
Lower the car.
Starting the fuel pump (FP)
Remove relay 2/14.
Make up a bridging cable.
Bridge terminals 30 and 87. The fuel pump (FP) starts.
Rear fuel pressure:
The pressure must rise to approximately 430 kPa immediately.
If the rear fuel pressure is incorrect, replace the rear pressure regulator which is integrated in the fuel pump (FP).
If the rear fuel pressure is correct and the fuel pressure is incorrect in step 4, select the fault tracing path. See note below.
A: The rear fuel pressure is normal but in step 4 rose slowly to appr. 309 kPa. Check if the fuel line is damaged or pinched. It the fuel line is intact,
replace the fuel filter.
The fault Is remedied.
B: The rear fuel pressure is normal but in step 4 the pressure immediately rose to a too low/high value. Replace the front pressure regulator.
Disconnect the test equipment.
type 01.
A/T - Engine Coolant Contamination Detection

NO: 43-48
DATE: 12-20-2005
MODEL:
All Models with Automatic Transmissions
SUBJECT:
Coolant contamination in automatic transmissions
BACKGROUND:
The root cause for some automatic transmission failures is glycol contamination from the engine cooling system. Severe cases of contamination are
easy to detect by a visual inspection: The transmission oil will have a milky appearance and there may be signs of oil in the coolant reservoir. Less
severe cases are impossible to detect without doing a chemical analysis of the transmission oil. This slight contamination is easy to overlook and
will result in a repeat transmission failure.
A small leak from the cooling system into the transmission can cause driveability problems long before there are any visual signs of contamination.
MATERIAL:
When used correctly, the following kit will accurately detect even very low levels of glycol contamination in transmission oil. The kit is not
available as a Volvo spare part or tool, but can be purchased directly from the manufacturer. Each kit includes material to test 10 transmissions.
Nelco Company LLC

Glyt-Tek Test Kit
1047 McKnight Rd S
Saint Paul MN 55119
Phone: 651.738.2014
Fax: 651.738.9447
E-mail: Cvnelco@aol.com
mwww.aviceda.comlne/colindex.htm
SYMPTOMS OF COOLANT CONTAMINATION:
The most common symptom of coolant contamination is shudder; a high frequency vibration.
^ On AW55 transmissions, the shudder normally occurs while in torque converter slipping lock-up mode. It is most easily reproduced by driving
slightly uphill at about 40 MPH in 4th or 5th gear with light pedal at 50-70°C transmission oil temperature.
^ On the GM4T65 transmission, the shudder normally occurs during upshifts.
^ On all transmissions, other symptoms such as harsh shifts, slipping, loss of drive, etc..., are also possible.
TESTING FOR GLYCOL CONTAMINATION:

1. Let the vehicle sit for several minutes. Using a clean bottle, take a small sample of oil from the sump via the drain plug.
2. Open one vial. Twist the cap while removing it. Do not use the one with the red cap (it is a sample already containing glycol).
3. Using a new syringe, add oil to the vial. The vial should now have about 50% oil, 50% clear liquid.
4. Cap the vial and shake it vigorously for 20 seconds.
5. Remove the cap and let the vial sit until the liquids separate.
6. Remove the red caps from both ends of one glass tube. Note that for the remaining steps (7-1 2), care must be taken not to allow the crystals or
felt plugs from coming out of the tube.
7. Protect your eyes and hands from any small pieces of glass by wrapping the tube in a paper towel. While holding the tube horizontally, break
off both ends at the score marks.
8. While holding the tube horizontally, install the rubber bulb onto one end. Twist it while pushing it on.
9. While holding the tube horizontally, slowly squeeze the bulb to remove the majority of the liquid from the crystals.
10. With the bulb squeezed, insert the open end of the tube into the bottom of the vial (through the oil, into the clear liquid).
11. Slowly release the bulb to draw liquid into the tube. Stop when the liquid is just past the top felt plug and remove the bulb. Do not draw
liquid into the rubber bulb, as it will need to be kept clean for future tests.
12. Immediately lay the tube down flat and let it sit for 15 minutes.
ANALYZING THE RESULTS:
After the tube has been laying flat for 15 minutes a brown band will have formed in the crystals above the bottom felt plug. A large
pink/purple area above this brown band indicates the presence of glycol. A very thin pink/purple band or no color above this brown band
shows that the oil is not contaminated.
SERVICE:
If the sample tests positive for glycol, the transmission and cooler will need to be replaced. The cooler hoses will need to be flushed with
clean transmission oil.
In the event of needing to test for coolant contamination as part of a warranty repair, the following labor and part description can be used.
Any radiator replaced under warranty for this issue must be returned to IMA for analysis via the routine specified on pages 4-6 of Service
Manager Bulletin 00-170.
WARRANTY CLAIM INFORMATIONTechnical Service Bulletin # TNN21-21 Date: 050815
Engine - Runs Rough/MIL ON/Misfire DTC's/Low Power

NO: 21-21
DATE: 8-15-2005
MODEL/CHASSIS: See Table Below
M.YEAR: 2004
SUBJECT:
Engine may have a rough idle, DTC ECM misfire codes, rough running or lack of power.
REFERENCE:
VADIS/VIDA
This tech note supersedes the previous 21-21 dated 7-29-05. Please update your files. Update to LABOR OPS - correction is shown with bold text.
Affected Vehicles Table
DESCRIPTION:
The Customer may have a complaint of a rough idle, rough running, lack of power or the MIL on.
SERVICE:
^ Read out DTC's
^ Check compression and do a leak down test with the engine cold.
^ Check valve clearance on the cylinders with low compression.
^ Remove the cylinder head and check the condition of the valve face.
^ If the valve face is worn, replace ALL the intake valves, even if some look okay.
^ Use ONLY intake valves with P/N 30637059.

See list shown for all materials needed.
NOTE:
Machining, grinding or lapping of valve seats or valve sealing surface must not be done.
Do not forget to check and adjust valve clearances for the new valves.
Note:
Valve Lifter Kit contains numerous lifters; Claim submitted should only have individual lifters used for the repair.
Intake valve replacement 1
Note!
Replace all intake valves.
For cylinder head removal and installation, see:
Removal, replacement, installation
Engine
Cylinder head
Cylinder head/gasket, replacing
For valve replacement, see:
Overhaul
Engine
Cylinder head
Cylinder head, assessment/overhaul
Adjust valve play as described in the link:
Valve play, setting/adjusting
Important!
Machining, grinding or lapping of the valve seat or the valve sealing surface must not be performed.
WARRANTY INFORMATION
A/C - Unpleasant Odors From Vents

S40(-04)/V40 2000-
Section
8
Group
87
No.
0025
Year
04
Month
02
Control module for the blower fan motor, installing
Background:
To minimize the risk of unpleasant odors from occuring in the heating/ventilation system, a kit can be installed that activates the blower fan for set
periods after the ignition is switched off.
Important:
This control module may not be used if the vehicle is equipped with an ultra sonic alarm.
Materials
Climate control unit

Control module blower fan motor, installing
System background 1
Note!
The system stops functioning if the battery voltage falls below 12.5 Volts. This is to prevent the battery from discharging.
To activate the system, the ambient temperature must be at least 16°C. The system activation is dependant upon ambient temperature and not air
conditioning usage.
The fan runs at full speed for 10 seconds, starting 30 seconds after the ignition is turned off.
After 10 minutes the fan starts again and runs for 10 seconds.
Note!
This cycle is repeated for approximately two hours.
During this time, the fan motor will run at full speed for a maximum of two minutes in total.
If the engine is started during this time, the start system is always reset.
Preparations 2

Remove:
- the soundproofing panels on the driver and passenger sides
- the side panels on the center console.
Note!
Set the blower fan switch to 0.
Assembling a new control module from the kit 3
Take out the new control module and the mounting plate.
If necessary, bend out the flanges on the mounting plate so that the distance between the edges of the flanges is 75 mm.
Remove the backing from the tape on the control module.
Note!
Ensure that the hole (2) is aligned with the wiring going into the control module as illustrated.
Install the mounting plate on the control module as illustrated. If necessary, bend the flanges outwards to secure the control module on the
mounting plate.
Installing the new control module on the blower fan housing 4
Disconnect the connector on the blower fan motor.

Carefully bend the connector downwards and press the catch upwards using a small screwdriver. Pull the connector out at the same time.
Position the new control module under the fan shroud.
Install the screw and washers supplied into the two hollow shafts (1) on the housing as illustrated.
Remove the connector from the relay.
Connecting the cable harness 5
Connect the cable harness to the relay and the fan motor.
Position the long cable on the underside of the dashboard behind the center console and route it towards to the driver's side.
Secure the cable harness with the tie straps.
Note!
The wiring must not be stretched or positioned where it could come into contact with moving components or sharp objects.
Connecting the cable to the junction box (model year 2000) 6

Remove the junction box from the dashboard mounting bracket.
Disconnect the two upper connectors from the central electronic module (CEM) to get better access.
A: Remove the connector from kit cable.

Open the secondary lock from the connector (from the kit) by moving it upwards.
Remove the cable by pressing down the locking tab (see illustration) using terminal removal tool 951 2636 on the cable terminal while pulling the
cable out of the connector at the same time.
B: Install the terminal in the existing connector.

Remove the connector from the junction box at the top right front side.
Install the cable in position (4) in the existing connector.
Pull the cable to ensure that it is secured. Close the secondary lock.
C: Connect the cable to the junction box.

Secure the cable harness. The wiring must not be stretched or positioned where it could come into contact with moving components or sharp
objects.
Reconnect the connectors to the central electronic module (CEM).
Connecting the cable to the junction box 7

Remove the junction box from the mounting for the dashboard-mounting bracket.
Disconnect the two upper connectors from the central electronic module (CEM) (or remove) to gain better access.
Secure the cable harness with tie straps. The wiring must not be stretched or positioned where it could come into contact with moving components
or sharp objects.
Reconnect the connectors to the central electronic module (CEM) and reinstall (if removed).
Activating and checking the ventilation system 8
Caution!
Ensure that no one is in the car when connecting the battery.
Connect the battery negative lead. Wait at least 10 seconds.
Caution!
Switch off the ignition after 10 seconds. After approximately 20 seconds, the blower fan motor starts and runs at full speed for approximately
two seconds.
Note!
If the ambient temperature is above 16°C the blower fan motor will start and run two times after another 30 seconds.
Enter the radio code. Set the clock.

Check that the ventilation system is working normally by starting the motor. Check the functions of the ventilation system.
Finishing work 9
Install:
- the soundproofing panel on the driver's side
- the two side panels for the center console
- the soundproofing panel on the passenger side.
WARRANTY STATEMENT:
A/C - Unpleasant Odors

S40/V40
2000-2001
Section:
8
Group:
87
No:
0024
Year:
02
Month:
07
Vehicles involved:
S40/V40 LHD
Background:
To prevent droplets of water becoming attached to the evaporator, a protective coating must be applied. This protective coating also ensures that the
growth of bacteria is minimized, to preventing unpleasant odors.
Affected vehicle
Materials
Special tool
Cool unit
Assemble special equipment 1
Assemble the special tool 999 7065 and 999 7064 and connect the spray gun to the workshop compressed air system. Remove the panel below the
dashboard on the passenger side, see VADIS:
Repair and Installation Function Group 88 Interior equipment Instrument and radio panel Removing the dashboard.
Remove the pollen filter and dry the evaporator 2

Remove the pollen filter cover (A). Pull the pollen filter (B) carefully outwards. If necessary, clean the housing and the evaporator. Install the cover
(A). Open the front windows about 10 cm. Turn the A/C switch to off. Set the heating temperature to maximum. Set the fan to the highest setting.
Select recirculation. Start the engine and let it idle for 15 minutes.
Note!
Be sure to connect an exhaust hose.
Prepare the vehicle for application of the protective coating 3
After 15 minutes, switch off the engine. Remove the cover (A) of the pollen filter. Turn the ignition switch to position 2. Set the fan switch to
position 2. This ensures complete and thorough coverage when applying the coating. Switch off recirculation. Open the vehicle's doors and ensure
that there is sufficient ventilation. Connect the bottle Part No. 1161570 to the suction line of the special tool.
Note!
Be sure to shake the bottle first.
Apply protective coating to the evaporator 4
Protect the interior and the floor covering with cloths. Close all dashboard air vents. Use rags to cover floor vents.
Warning!
Wear safety glasses, mouth protection and gloves. Ensure that there is sufficient ventilation.
Insert the nozzle through the opening of the pollen filter. Using the special equipment, completely spray the evaporator with the protective agent as
shown in the drawing.
Move the nozzle with a forwards and backward motion from the top to the bottom of the evaporator.
Note!
Be sure to use all the contents of the bottle.
Caution!
Now let the protective coating dry for five minutes so that it adheres to the evaporator.
Clean the tool after use by flushing thoroughly with water.
Dry the protective coating on the evaporator 5
Install cover to the pollen filter. Close the doors and open the front windows about 10 cm. Set the heating temperature to maximum. Set the fan to
the highest setting. Select recirculation. Start the engine and let it idle for 20 minutes (connect an exhaust hose). Turn the A/C switch to off.
Note!
Be sure that the pollen filter is removed and that the front windows are open.
Install parts 6
After 20 minutes, switch off the engine and return the switches to their original positions. Install the pollen filter (B). Install the cover (C). Install
the panel below the dashboard see VADIS;
Repair and Installation Function Group 88 Interior equipment Instrument and radio panel Removing the dashboard Remove cloths from the interior
and close the windows. Open air vents and uncover floor vents.
Note!
If the pollen filter is discolored (grey/black) this does not mean that it must be replaced. For replacement, see maintenance chart.
WARRANTY STATEMENT:
Engine - Piston Cooling Valve Replacement

S40/V40
2000
Section
2
Group
22
No.
0005
Year
00
Month
11
Reference:
This Service Bulletin replaces the previous Service Bulletin 220005 from December 1999, which should be discarded.
Purpose:
New time allowance
Piston cooling valve, replacement
Background
Oil cooling of the pistons has been introduced for all Volvo manufactured gasoline engines. This Service Bulletin describes how to replace the
piston cooling valve.
Materials
Replacement of the piston cooling valves
Piston cooling valves, replacement
Removing the timing belt/mechanical timing belt tensioner
Remove the timing belt, see VADIS.. Function group 2. Repair/Removal, replacement and installation, Section 21 Engine.
Remove the timing belt tensioner. Remove the idler pulley. Remove the screw securing the inner timing cover to the cylinder head.
Raise the car. Continue with VADIS method:
Remove the vibration damper, see VADIS: Function Group 2. Repair/Removal, replacement and installation, Section 22 Lubrication and oil
system, Replacing components.
Removing components
Remove:
- the two screws (1) securing the inner timing cover to the cylinder block.
- the lower belt guard at the oil pump housing. Press the inner timing cover off the flange around the coolant pump. Start at the lower edge of the
pump. Hold the cover out of the way. Remove the piston cooling valve (2) and the seal washer.
Install:
- a new piston cooling valve (2) with a new seal washer. Tighten to 35 Nm (26 ft.lb).
- the inner timing cover. First press the cover into place over the flange at the top of the coolant pump. Then press the remaining section of the
cover into place over the flange around the pump. Check that he cover is correctly positioned.
- the two screws (1) securing the inner timing cover to the cylinder block.
- the lower belt guard.

Install:
- the screw securing the inner timing cover to the cylinder head.
- the idler pulley. Tighten to 25 Nm (18 ft.lb).
- the timing bell tensioner. Screw in the center screw by hand. Ensure that he fork on the tensioner centers above the cylinder block rib. Check
that the Allen hole on the eccentric is at "10 O'CLOCK".
- the vibration damper. see VADIS:
Continue with the method in VADIS: from and including the section installing the timing belt.
Engine - In-Car Piston Replacement

S40/V40
2000-
Section
2
Group
21
No.
0042
Year
03
Month
04
Pistons! replacing
Background
This method describes how to replace the pistons with the engine in the car.
Special Tools Required
Cylinder liner and piston Piston, replacement
Ensure that necessary special tools are available to

carry out this work. Attention to detail and cleanliness
is required to ensure proper repair.
Removing the oil sump

Remove the oil sump, see VADIS:
Repair and Installation
Function group 21
Oil sump, replace
Removing the cylinder head
All variants:
Remove the cylinder head, see VADIS:
Installation Function
Function group 21
Replacing the cylinder head/gasket.
Removing the pistons
Note! On later version engines the connecting rod

and the end cap mating surfaces are aligned by a
dedicated fracture surface. Note the markings on the
connecting rod and the end caps and the direction in
which they are installed, forward, rearward, left, right.
On earlier version engines the connecting rod and end cap

mating surfaces are aligned by serrations. NOT all
connecting rods and end caps may be marked as described
above. If markings are in place then note location as
described above. If NO markings exist stamp or etch the
appropriate cylinder number on each all facing the same
direction.
Turn the crankshaft to bottom dead center to access the

two connecting rod cap bolts.
Remove the end cap bolts.

Carefully press the pistons upwards. Use special tool

990 5746.
Ensure that the connecting rod and end cap is marked

as described previously.
Remove the remaining connecting rods and pistons in the

same manner.
Check for vertical abrasions or other damage in the

cylinder liner.
Removing the piston from the connecting rod
Note the direction of the arrow on top of the piston

in relationship to the markings on the connecting rod and
end cap. Arrow location may vary from that shown in the
illustration.
Remove the circlips and press out the wrist pin. Clean the
connecting rods and bearing caps before installing new pistons.
Warning!
The circlips can easily spring out. Wear appropriate
eye protection when removing circlips.
Note the piston classification for each cylinder and on

each piston (A). The cylinder classification is etched into
the cylinder block deck in the right rear.
The arrows should always point at the timing belt

transmission.
Installing the piston rings
Note!
The new pistons must have the same for each cylinder
Use piston ring pliers.
Turn the piston rings so that the piston ring gaps are
positioned as illustrated.
A = Compression ring. The text on the piston ring
faces upwards.
B = Scraper ring. Bevelling facing downwards.
C = Oil ring. Separated three ways equilaterally.
Caution!
Ensure that the piston ring scan
rotate freely in the piston ring grooves.
Note!
The position of the rings is critical!
Incorrect positioning can result in high oil consumption
8
Assembling the pistons and connecting rods
Note the location of the arrow on top of the piston

and the markings on the connecting rod and end cap.
Install the piston with the arrow in the same
relationship to the markings as when disassembled in
step 6. Assemble the connecting rod and the piston
using the new wrist pin supplied with the piston.
The wrist pin should slide through the connecting rod
small end bearing with light thumb pressure.
Press in the wrist pin by hand.
Check the class of each cylinder/piston diameter.

Check that any markings / numbering of the connecting
reds correspond.
Install both circlips for the wrist pin. Check that

the circlips are correctly positioned in the piston.
The gap must be vertical.
Warning!
The circlips can easily spring out off. Wear
appropriate eye protection when installing
circlips.
Wipe clean the bearing recess in the connecting rod

and cap.
Install new bearing shells.
Installing the pistons in the cylinder bores
Using a piston ring compressor install piston and

connecting rod assembly. Follow manufactures recommended
procedures for proper use of ring compressor
Lubricate the cylinder bore, the pistons and the bearing

shells with engine oil.
Turn the crankshaft so the connecting rod is at bottom

dead center for the cylinder piston.
Note!
The arrow on top of the piston should point forward.
Ensure that the classification corresponds.
Carefully press / tap the piston downwards (using a

hammer handle).
When the piston clears the ring compressor and is at head

surface level stop. Put ring compressor aside. Install
holder 999 5746 in the connecting rod.
Pull the connecting rod downwards until it lies against

the crankshaft connecting rod bearing journals.
Remove 999 5746.
10
Tightening the cap for the connecting rod
Install the end cap. Check that markings correspond. On

late types of connecting rods the mating surface between
the cap and the connecting rod are not machined. It is
aligned through a dedicated fracture surface.
Earlier types have serrated surfaces that only align

one way.
Caution!
If the cap is turned the wrong way and tightened,
the structure of the fracture surface will be damaged
and the connecting rod must then be discarded.
Note!
Blow the fracture surfaces of the connecting rod and end
cap dean using compressed air before installing the cap.
Lubricate and install the new screws. Tighten in two stages:
1 20 Nm
2 Angle-tighten 90°
Check that the connecting rod con be moved laterally.
Note!
The crankshaft must not be rotated before the connecting
rod cap has been tightened.
11
Install the cylinder head, see VADIS:
Function group 21
Replacing the cylinder head/gasket.
12
Installing the oil sump
Install the oil sump, see VADIS:
Function group 21
Oil sump, replace
13
Topping up
Top up the oil and coolant.
Run the engine to operating temperature.
Check coolant and oil levels.
Check for leakage
WARRANTY STATEMENT:
Bulletin # TNN25-18 Date: 040521
Cooling/Engine Controls - ECM DTC A1Set

NO: 25-18
DATE: 5-21-2004
MODEL:
2000-2003
M.YEAR:
S/V 40
CHASSIS:
415000-992378
SUBJECT:
DTC ECM A1
REFERENCE:
VADIS, VEMS
DESCRIPTION:
trigger the code.
SERVICE:
If ECM DTC A1 is set in a vehicle monitor the operation of the engine thermostat using VADIS. At normal operating temperature the engine
coolant temperature should be approximately 90°C. If the engine is not reaching proper operating temperature verify operation of the thermostat
and replace if necessary.
Perform the current VEMS download using VADIS version B or later. If the DTC returns, fault trace in accordance to VADIS.
Engine - Updated Rear Crankshaft Seal Replacement

84 0/S40 / V40/C7 0/S70 /V7 0 (-00)/V7 0 X C
S60/V70 (00-)/V70 XC ( 01-)/S80
Section
2
Group
21
No.
0049
Year
03
Month
04
Reference:
This Service Bulletin applies to three different subscriptions. The Service Bulletin must be inserted in the relevant subscription systems.
Vehicles involved: B41 xx, B52xx, B62xx, BB3xx, D5254T
Rear crankshaft seal, replacing
Background
Updated method for replacing the rear crankshaft seal.
Materials
Special tools
Crank mechanism Rear crankshaft seal, replacing
Note!
As the illustrations in this service information are
used for different model years and / or models, may
occur. However, the essential the illustrations is
always correct.
Removing the flywheel and carrier plate
Remove the transmission:
see VADIS, Transmission Removing
Remove the flywheel / carrier plate. Use gear sector 999 5112
as a counterhold when slackening off the screws.
Replacing the seal
Remove the old seal using extractor 999 5651.
Do not damage the mating surfaces of the and cylinder block
Cleaning
Clean around the crankshaft flange, insure that crankshaft

seal mating surface is free from dirt and old sealant.
Remove any thread sealant residue from the screw holes.
Hint:
Emery cloth 951 1024 can be used to clean the crankshaft.
Caution!
Clean around the flange in a circular
It is extremely important that there is no remaining

thread sealant residue or other dirt. This could cause leakage
Installing the sealing ring
Lubricate the mating surface of the sealing ring against the

cylinder block and the lips of the seal.
Caution!
Only Volvo approved engine oil may be used. Grease must not
be used at all. It attracts dirt and results in the build
up of debris.
Twist the seal onto the beveled section of inner section of

tool 999 5676 with the felt side of the seal outwards.
Install the drift on the crankshaft.
Tap in the seal using the outer section of drift 999 5676.
Use handle 999 1801.
The seal is in position when the outer drift bottoms out

against the inner drift.
Caution!
Hold the drift straight when installing so that the sealing

ring is pressed in to the same depth all the way around,
reducing the likelihood of leakage.
Installing the flywheel and carrier plate
Caution!
Ensure that the surface of the crankshaft and the mating
surfaces for the flywheel / carrier plate are clean. Ensure
that there is no thread sealant residue in the screw holes.
Install:
- the flywheel and carrier plate
- the 3 studs 999 5678, position as illustrated. Turn

the short thread length towards the crankshaft.
Note!
Check that the locating pin on the crankshaft is
positioned opposite the hole in the flywheel / carrier
plate. The position of the guide hole is marked.
Tightening the flywheel/carrier plate
Install gear sector 999 5112.
Pull the flywheel towards the crankshaft using the 3 nuts

on tool 999 5678. The turned section of the nut must be
facing the flywheel/carrier plate.
Caution!
It is important that the flywheel and carrier plate
bear on the crankshaft flange before the other screws
are installed.
Caution!
Always use new screws. Ensure that the thread sealant
on the new screws is intact. If not apply a few drops of
sealant 116 1056 to the thread.
Install the other screws. Tighten crosswise to 45 Nm.

Replace the three special screws with new standard screws.
Tighten crosswise to 45 Nm.
Then angle-tighten all 10 screws crosswise. Use tool

999 2050.
For the flywheel: 65°.
For flex plate: 50°.
Ensure that the flywheel sensor and bracket are installed.

Install the dutch disc and pressure plate.
Installing the transmission
Install the transmission:
see VADIS, Transmission installing
Engine - Inconsistent Idle With A/C ON

NO: 25-14
DATE: 1-9-2003
MODEL:
All Models Equipped with Turbo Charged Engine and Electronic Throttle Module (ETM)
SUBJECT:
Inconsistent Idle Speed, A/C On
REFERENCE:
VADIS
DESCRIPTION:
Carbon deposits can form in the coolant nipple (vacuum side), located on the underside of the intake manifold, and the Electronic Throttle Module
(ETM) bore on cars frequently driven short distances. This residue can cause idle speed to become uneven and noticeable to the driver especially
with the increased load produced by the air conditioning compressor cycling on and off. This Tech Net Note describes how to clean the
coolant-heated nipple in the intake manifold and the ETM bore.
1. Intake manifold, removing
Remove the intake manifold, see VADIS:
Repair and Installation Function group 25 Replacing the intake manifold/gasket. Remove the banjo bolt. Lift out the intake manifold.
2. Nipple Cleaning
Disconnect the hose (1) from the nipple.
Blow the hose clean using compressed air (2). Loosen hose from opposite end and ensure air is flowing through hose. If the hose is blocked,
use a welding rod (approximately 250 mm) to clean the hose (1). Clean the nipple using a 2 mm drill bit (3). Install the hose on the nipple.
3. Preparations, ETM Cleaning
Remove the ETM from the intake manifold
4. Cleaning the ETM
Warning!
Important!
Clean the ETM bore using cleaner H (P/N 1161436-9) and a soft bristle brush. Ensure that all the residue is removed from the surfaces shown
in the illustration.
5. Carefully wipe the bore clean on both sides of the throttle plate.
6. Flush the ETM bore using cleaner H on both sides of the throttle plate.
Install the throttle body (TB) on the intake manifold using a new gasket.
7. Intake manifold, installing
Install the new gasket for the intake manifold. Lift in the intake manifold. Install the banjo bolt with the new sealing washers
Install the intake manifold, see VADIS:
Repair and Installation Function group 25 Replacing the intake manifold/gasket.
Warranty InformationTechnical Service Bulletin # 2250026 Date: 010501
Exhaust Manifold - Retaining Nuts Loose, Missing

S40/V40
2000-2001
Section
2
Group
25
No.
0026
Year
01
Month
05
Vehicles involved:
B4204T2, T3
Background
If the retaining nuts for the exhaust manifold are found missing or loose during the scheduled maintenance service, all the flange nuts must be
replaced by a nut with captive washer. The new nut with captive washer has been introduced as a running change in production.
This condition may also be evident in the following circumstances:
Exhaust noise from under the hood.
Customer concern about noise from the exhaust system.
Affected cars
Materials

Check the tighting torque of the flange nuts
Retaining nuts, check tightening torque and leakage 1
Remove:
- heat deflector plate (A) over the exhaust manifold.
Check the tightening torque of all retaining flange nuts securing the exhaust manifold to the cylinder head.
Tighting torque 25 Nm (18 ft lbs.)
If the tighting torque is too low or there is a flange nut(s) missing, but there is no leakage from the exhaust between the cylinder head and the
exhaust manifold:
Method A: Replace the flange nuts
If there is exhaust leakage between the exhaust manifold and the cylinder head:
Method B: Replace the gasket check that the exhaust manifold is not distorted
Correct tighting torque:
No further action required.

Install:
- heat deflector plate, tighten to 25 Nm (18 ft lbs).
A: Installing new retaining nuts and tighten
Detach the front exhaust pipe from the turbo charger.
Slacken off the stay between the exhaust manifold and the cylinder block.
Slacken off all the flange nuts securing the exhaust manifold to the cylinder head to finger tight.
Remove the old nuts one by one. Replace them with new nuts with captive washer, P/N 982297. Finger tighten the new nuts.
Tighten the new nuts to 32 Nm (24 ft.lbs), starting from the center and working toward the outside of the exhaust manifold.
Position the stay. Tighten to 25 Nm (18 ft.lbs.).
Position the front exhaust pipe. Use a new gasket.
Tighten the nuts to 25 Nm (18 ft.lbs).
NOTE:
Check for leakage.
Install the heat deflector plate. Tighten to 25 Nm (18 ft.lbs).
B: Replacing exhaust manifold gasket and checking exhaust manifold for distortion.
Remove the exhaust manifold from the cylinder head.
See VADIS: Replacing the exhaust manifold. Model year 2000-.
Clean the mating surfaces between the manifold and the cylinder head.
Check that the exhaust manifold is not distorted.
Use a straightedge and a feeler gauge.

Readings:
- Less than 0.15 mm (0.006"): Replace gasket.
- 0.15 mm (0.006") or more. Replace exhaust manifold.
Exhaust manifold, installing 2
Install the exhaust manifold on the cylinder head, use new gasket.
See VADIS: Replacing the exhaust manifold. Model year.
NOTE:
Always use new nuts, P/N 912297.
Tighten nuts to 32 Nm (24 ft.lbs.), starting from the center and working toward the outside of exhaust manifold.
NOTE:
Carry out a function and leak test.
Install the heat deflector plate on the exhaust manifold.
Tighten to 25 Nm (18. ft.lbs).
WARRANTY STATEMENT:
Drivetrain/Frame - Clunking Noise When Shifting

NO: 61-04
DATE: 7-24-2003
MODEL: SN 40
M. YEAR: 2000, 2001, 2002, 2003, 2004
CHASSIS: All
SUBJECT: Front Center Member Bushings
REFERENCE: Vadis
DESCRIPTION:
A clunking noise may be heard during gear changes between drive and reverse.
SERVICE:
Front center member steel bushing could be at fault. Follow the procedure below to fault trace and replace the bushings it necessary.
Checking and replacing front center member Bushings.

Re-torque the front center member bolts. 1.
Loosen the two front center member bolts (1) and Re-torque to 52 ft lbs (70 Nm).
Loosen the two rear center member bolts (2) and Re-torque to 52 ft lbs (70 Nm).
Test drive and check if the noise is still present. If the noise is gone; Then you should replace the four center member steel bushings, as per the
procedure shown below
If the noise is still present, fault trace as required.
Steel bushings in front center member. 2.
A: Production fitted steel bushings.
B: Service kit fitted steel bushings (this bushing has a larger surface contact).
Service kit P/N 30652081

(consist of 4x steel bushings).
Replace the four steel bushings. 3.
Remove:
- the front engine cover plate(s).
- the heat shield lower rear mount.
- the nuts (1) from the front and rear lower mounts
Loosen the front and rear bolts (2).
Front side: center member.

Remove:
- the two bolts (2) and the bolt (1).
- the bushings and check the rubbers (3) for damage.
- (Replace rubber bushings as needed)
Install:
- the rubbers (3) and new steel bushings (4), on the center member, install the bolts and hand tighten
Note! correct position rubbers, see illustration.
- the lower mount bolt (1) and place the nut hand tighten.
Rear side: center member
Use the same method as at the front side.
Note! correct position rubbers, see illustration. The rear and front side must be in similar position.
Finishing. 4.
Tighten the (4x) bolts (2) to 52 ft lbs (70 Nm). First tighten the rear lower mount (1) to 41 ft lbs (55 Nm), then the front lower mount (1) to 41 ft lbs
(55 Nm)
Install:
- the heat shield (tighten to 7.5ft lbs)(10 Nm)
- the front engine cover plate(s)

Suspension - Rear Shock Absorber Noise

NO: 76-02
DATE: 1-6-2003
MODEL/YEAR: SN 40 MY 2000-2003
SUBJECT: Noise from Rear Shock Absorbers
CHASSIS: 0415000-919999
REFERENCE: VADIS
DESCRIPTION:
Noise from the rear shock can transfer into the body of the vehicle. A new improved rear upper shock mount has been introduced MY 2003 starting
with ch. no. 920000.
SERVICE:
If an excessive shock noise is transferring into the body replace both rear upper shock mounts with PN 30620916. Follow the instructions in
VADIS.
See pictures for differences in early and late mounts.

NOTE!
It installing rear upper shock mount do BOTH sides.
New rear upper shock mount.Technical Service Bulletin # 8850019 Date: 010101
Interior - Manual Front Seat Whining/Creaking Noises

Section
8
Group
85
No.
0019
Year
01
Month
01
Front seat (manual adjustment), noise
Background
In most cases a customer complaint about noise from the front seats can be reduced by applying lubricant according to the methods in this service
Bulletin.
Materials
Front seat (manual adjustment, lubrication
Lubricating the front seat (manual adjustment)
Preparations before lubrication
Ensure that the unprotected areas of the seat / carpet are not exposed when applying the lubricant.
Whining noise when cornering
Complaint
Whining noise from the rear edge of the seat cushion when cornering. The noise could originate from the upper mounting in the seat frame for the
gas strut (positioned under the lower section of the seat cushion).
Corrective action
Push the rear corner of the seat cushion to one side. Spray lubricant P/N 1161030 onto the retaining washer under the seat cushion, also on the
lower mounting at the rail side from underneath.
Creaking noise during cornering and driving in "stop and go" traffic
Complaint
Creaking noise when cornering and driving in stop and go traffic.
The noise can originate from the mounting for seat rails in the floor.
The noise occurs between the compressed components (as arrowed in the illustration).
Corrective action
Spray lubricant P/N 1161030 in the gap between the compressed components
Allow the agent to work for a few minutes.
Check that the noise has disappeared. Sit on the seat. Test drive the car in a manner that would cause the noise.
Note!
It is important that the seat is readjust to the customer settings.
Creaking noise when driving in stop and go traffic
Complaint
Creaking noise from the rear edge / release mechanism of the backrest when driving in stop and go traffic.
The noise can occur when sitting on the seat and pressing the upper section of the backrest backwards.
The noise appears to come from the upper section of the backrest.
Corrective action
Detach the "long-load catches". Fold the backrest forwards.
Spray lubricant P/N 1161030 between the rivets and the plate towards the centre of the seat by the adjustment mechanism.
Noise or play in the height adjuster
Complaint
Check whether the customer complaints about noise or play in the height adjuster.
Corrective action
If only noise is noticed spray the links of the height adjuster using lubricant P/N 1161030.
If there is play in the height adjuster replace the height adjuster according to the method in VADIS: Section 8 Bodywork and interior, Repairing
and installation, Removing, replacing and installing, group of functions 85 Interior, Front seat cushion.
Engine Controls - ECM Reprogramming Procedure

NO: 28-61
DATE: 9-30-2005
MODEL: S40, V40
M. YEAR: 2000 - 2004
SUBJECT:
ECM Reprogrammer procedure through VIDA
When using VIDA to perform the S or V 40 ECM Reprogrammer (VEMS) upgrade the method is somewhat different than VADIS.
After the ECM Reprogrammer procedure is started and before doing anything else write down and save the entire number that appears in the box
labeled Engine Control Module P/N. This number will be required if the download attempt fails for any reason. This number is visible in the box
after the car profile is entered and VIDA communicates with the ECM
If any of the part numbers shown are visible, the ECM already has the most recent software and does not require an upgrade:
NOTE:
BATTERY CHARGER MUST BE CONNECTED; VOLTAGE SHOULD BE MONITORED, AND SHOULD NOT EXCEED 14 VOLTS
DURING THE DOWNLOAD. CHARGER SHOULD NEVER BE SET TO HIGH DURING A DOWNLOAD TO ANY VEHICLE.
After the ECM number is recorded, proceed with the ECM Reprogrammer download as usual. Please note that it is possible that the status bar may
not fill in as the download progresses, instead only an hour glass will appear. This is normal do not exit from the download until the status bar does
fill in and FINISHED appears in the dialog box. It may take several minutes for the ECM Reprogrammer download to finish.
If during the download, the process stops and/or you receive an "UNHANDLED EXCEPTION" error close all open windows until you are back at
the desktop. Remove the key and disconnect the car from PC. Reconnect the car to the PC, turn the key on, restart the VIDA application then restart
the ECM Reprogrammer process. When you are asked if the ECM part number is corrupt, say YES. Profile the car as usual then add the 13 digit
ECM part number that was recorded in the beginning paragraph into the ECM part number box.
Continue with the ECM Reprogrammer download as usual, and please note that the status bar may not fill in as the download progresses, only an
hour glass may appear. This is normal, do not exit from the download until the status bar fills in and FINISHED appears in the dialog box. This
may take several minutes.
If you did not record the ECM part number as requested in the first paragraph, and you have received the message that the ECM part number is
corrupt, access the ECM and record the part number from the label on it. Use the chart to find the correct part number to enter in the ECM part
number box in VIDA shown.
Engine Controls - DTC ECM 16

NO: 25-16
DATE: 7-31-2003
MODEL:
S/V 40
M. YEAR:
2000, 2001, 2002, 2003, 2004
CHASSIS:
415000-030337
SUBJECT:
DTC ECM 16
REFERENCE:
VADIS
THIS TECH NOTE SUPERSEDES THE PREVIOUS TNN DATED 7-25-03. PLEASE UPDATE YOUR FILES.
DESCRIPTION:
DTC ECM 16 could appear in 2000 to 2004 model year S/V 40 vehicles. The root cause is contamination of the reference air for the front oxygen
sensor. An adapter cable will prevent the contamination from affecting the sensor.
SERVICE:
If DTC ECM 16 is detected please follow the instructions below.
1. Install extra adapter cable.
Read out and erase the fault code. Refer to Resetting Adaptive Values as described.
Remove the connector cover. Remove the black connector for the front oxygen sensor (four wires) at the connector stay.
Install the adapter cable PN 30650686 in between the disconnected connectors. Route the adapter cable under the other cables.
Place the new connector as shown in the illustration and tie-up the wiring. Install the connector cover. When routing cables make sure the
cover stays in place.
Verify that DTC has not returned. If the fault has returned replace the front lambda sond as per VADIS.
Note:
Do not remove the adapter cable it replacing the oxygen sensor is necessary.
Resetting Adaptive Values
Instructions for resetting adaptive values are found in the fault tracing instructions for DTC ECM 16 Front Oxygen Sensor.
1. DTC ECM-16. Select signal too high. Permanent fault.
2. Checking the terminal. Were any faults found? Answer yes.
3. Verification. Does the value oscillate between approximately 0 and 1 V? Answer yes.
4. Resetting adaptation. Follow the instructions on the screen.
Engine Controls - Software Download Fault Prevention

NO: 30-04
DATE: 10-13-2005
MODEL: All Vehicles
M. YEAR: All
SUBJECT:
Midtronics PSC-550 Vehicle Power Supply use required during Software Download. Includes Mobile Technician Program
REFERENCE:
Special tool bulletin no. 111-A // VADIS/VIDA repair instruction
This Tech Note supercedes the previous TNN 30-04 dated 10-11-05. Please update your files.
DESCRIPTION:
Software Download failure due to too high or too low voltage
When performing a software download as well as electronic diagnostics, activations and quick tests within VIDA, it is imperative that the vehicle's
system voltage is maintained between apx. 13.0V and 14.0V.
We have found that certain SWDL (Software Download) faults may occur due to too high or too low a voltage. Among them are; Half loaded
nodes and check sum errors.
Too high a voltage can be caused by using commonly available Constant current type chargers. These are the type used in most automotive shops.
This type of charger will increase the charging voltage to maintain a constant current setting. Therefore, the Voltage may increase up to 17 Volts or
higher depending on the condition (internal resistance) of the battery to maintain the current setting. While the higher voltages can be advantageous
for charging batteries, it can also be the reason for failed Software Downloads, one or more nodes stuck in Program mode and misleading results
while fault tracing certain circuits.
Too low a voltage can also cause nodes to become stuck in programming mode. Therefore, Battery Booster Packs are not acceptable for use during
Software Downloads.
Fast chargers, Boost chargers, standard battery chargers, especially when set to "boost" should never be used during software downloads due to the
excessive voltage and current they can supply under certain conditions.
Volvo now requires the use of the Midtronics PSC 550 when performing SWDLs and during fault tracing. This includes downloads performed by
your Mobile technician if your retailer is using one. The Midtronics PSC 550 is a constant voltage power supply capable of 55 Amperes max while
regulating the voltage to 13.6. The use of this power supply will prevent over voltages during SWDLs and fault tracing.
The Midtronics PSC-550 is classified as a mandatory tool and will be allocated to all US and Canadian retailers by SPX/Kent-Moore during
October 2005. Please refer to Special Tool Bulletin 111-A for more information.
FOR MOBILE TECHNICIAN RETAILERS:
The Midtronics PSC-550 power supply unit is also required for all SWDLs in the field. As a Mobile Technician retailer you are required to add this
mandatory tool to your inventory. This power supply supersedes the previous 20 AMP battery charger previously required.
Note:
The unit purchased for Mobile Technician use will be in addition to your allocated requirement.
Important Note:
Connection procedure:
Install the clamps at the battery before connecting the unit to the 115VAC outlet.
Engine Controls - ECM DTC A1

NO: 25-17
DATE: 3-18-2004
MODEL:
2000-2003
M.YEAR:
S/V 40
CHASSIS:
415000-952893
SUBJECT:
DTC ECM A1
REFERENCE:
VADIS, VEMS
DESCRIPTION:
trigger the code.
SERVICE:
If ECM DTC A1 is set in a vehicle perform the current VEMS download as the first step in diagnostics/repair. If the DTC returns, fault trace
according to VADIS.
Electronic Throttle Module - Uneven Idle

S70/V70 1999-2000/C70 1999-
S80 1999-/V70/S60 2001-
Section
2
Group
25
No.
0023
Year
01
Month
07
Reference:
Vehicles involved: All equipped with Electronic Throttle Module
Background:
Carbon deposits can form in the throttle module bore on cars frequently driven short distances. This residue can cause idle speed to become uneven
and noticeable to the driver especially with the increased load produced by the air conditioning compressor cycling on and off. This Service
Bulletin describes how to clean the throttle module bore.
Materials:
Description Quantity Part no.
Cleaner H 1 1161436
Preparations
Removing and installing the throttle unit see VADIS:
Function group 25
Cleaning the ETM
Warning!
Caution!
Clean the ETM bore using cleaner H (P/N 1161436-9) and a soft bristle brush.
Ensure that all the residue is removed from the shaded surfaces shown in the illustration.
Carefully wipe the bore clean on both sides of the throttle plate.
Flush the ETM bore using cleaner H on both sides of the throttle plate.
Install the throttle body (TB) see VADIS:
Function group 25

WARRANTY STATEMENT: Claims may be submitted under New Car Warranty ONLY one time per vehicle when there is a documented
customer complaint, using claim type 01.Technical Service Bulletin # 2230045 Date: 991201
Emissions - Canister Purge Valve Ticking Noise

S40/40
2000-
Section:
2
Group:
23
No.:
0045
Year:
99
Month:
12
Vehicles involved:
B4xx4T2/S2 200-
Background
B4xx4T2 2000- 415000-
Clamp 1 981143
Installing the clamp on the canister purge (CP) valve (turbocharged engines) 1
Remove the outer covers. Remove the inner cover (4 screws) 2
Cut off the mounting for the canister purge (CP) valve to 3
avoid contact with the new mounting.
Install the clamp on the canister purge (CP) valve. 4

Remove the existing screw on the charge air cooler (CAC). 5
Check 6
Check that the clamp is not in contact with the charge air hose. Turn the clamp if necessary. Install the inner and outer covers.
type 01.
Restraints - SRS Lamp ON/Side Impact Sensor DTC Set

NO: 88-33
DATE: 7-29-2003
MODEL: S/V 40
M. YEAR:
2000, 2001, 2002, 2003, 2004
CHASSIS:
0415000-
SUBJECT:
Moisture in B-pillar Side Impact Sensor.
REFERENCE:
VADIS
DESCRIPTION:
If the SRS warning lamp is on and the stored SRS-DTC indicates a fault in one of the Side Impact Sensors you should carefully check to see if
traces of moisture are visible in the sensor connector.
It has been found that moisture can enter the B-pillar via the grommet for the harness to the rear door.
The grommet for the rear door harness is fitted in the B-pillar with special care from the chassis listed above.
SERVICE:
If customer complaint is consistent with the above description and within the chassis break perform the following:
Note:
Refer to picture shown.
If traces of moisture in the connector are detected you must replace the SIPS Sensor and find the root cause (location) of the water leak and seal it.
After removing the SIPS-Sensor perform a visual inspection of the connector.
If any corrosion residue is visible (see photo) this is an indication that moisture has intruded into the sensor.
Note:
If any kind of water intrusion is identified, the sensor must be replaced.
M/T - 1st/Reverse Gear Difficult to Engage

NO: 43-47
DATE: 11-01-2005
MODEL: Vehicles with 5 or 6 Speed Manual Transmissions
M. YEAR: 1999-2005
SUBJECT: Difficult to Engage 1st and/or Reverse Gear
This Tech Net Note supersedes the previous 43-47, dated 8/5/04. Please update your files.
This applies to all 1999 S/V/C 70 cars, as well as S40/V50/S60/V70 cars built before:
544 -053404
545 -048974
384 -425275
285 -459438
The grease was introduced in production on cars built after this point.
DESCRIPTION:
Some customers may complain that it is difficult to engage 1st and/or
reverse gear, especially after the car has been sitting overnight.
SERVICE:
If a customer complains of this symptom, verify that there is no air in the clutch hydraulic system and that the gearshift cable is correctly adjusted.
If the symptom persists, clean and lubricate the input shaft splines according to the following procedure. Place a piece of cardboard over the input
shaft as shown below; to protect the slave cylinder and input shaft seal during the procedure:
1. Clean the Input Shaft thoroughly using universal oil (PN 1161657) and a wire brush. Wipe the splines off with a rag. Check that there is no
dirt left on the shaft.
2. Spray the Input Shaft with a thin layer of PN 30759651. Wipe off any excess.
Suspension - Rear Suspension Knocking/Squeaking Noises

NO: 72-05
DATE: 8-01-2002
MODEL/YEAR: S/V40
SUBJECT: Rear suspension noises
CHASSIS: See Below
REFERENCE: VADIS
DESCRIPTION:
When diagnosing a rear suspension noise on S/V 40 cars the following items could be the source.
SERVICE:
1. A knocking noise during large suspension movements could be caused by movement of the rear spring on the spring seat.
^ Install rubber spring insulator P/N 30620557 between the rear coil spring and the spring seat.
^ Follow instructions for rear spring replacement in VADIS.
2. Noise from parking brake cable where it slides through the retaining bracket located next to the rear trailing arm front attaching point.
^ Lubricate the brake cable where it slides though the retaining bracket.
^ Use silicone grease PIN 1161325 or similar.
^ The cable must be able to slide in and out of the bracket freely.Technical Service Bulletin # 81-0011 Date: 041001
Body - Rear Lamp Housing/Gusset Panel Repair

Section
8
Group
81
No.
0011
Year
2004
Month
10
Outer rear lamp housing/gusset panel, paint or body repair
Background:
This Service Bulletin describes how the protective film is applied when a paint or body repair is carried out on the outer rear lamp housing/gusset
panel.
Material
1
Information
When the rear panel is replaced or needs to be painted after repairs an extra film must be applied (left and right side).This is to prevent damage to
the bumper and body caused by moving the bumper.
2
Installing the film
Note! Must be carried out after painting.
Clean the lower side of the sunface.

Cut the film in the middle to a size of 10 x 100 mm:
- for V40 apply two pieces
- for S40 apply two pieces
Attach the film to the underside.
Follow the bracket curve as illustrated.
Position the film 3 mm to the inside. Start at the inner side and follow the body curve. Press the film firmly to the body.
WARRANTY STATEMENT: Claims may be submitted under the New Car Warranty when there is a documented customer complaint using
claim type 01.
Technical Service Bulletin # 84-0034 Date: 041001
Body - Checking Rubber Seals and Seams

Section
8
Group
84
No.
0034
Year
2004
Month
10
Checking and adjusting rubber seals and seams
Background:
This Service Bulletin describes how to check and adjust rubber seals and seams in the rear section of the vehicle.
Materials
Sprayable seamsealer 0.1 litre 1161651
Sealing strip 0.5 m 1161616
Rubber seals and seams, check and adjust
1
Rubber seal, check
Check the rubber seal for the following:
- that it is not damaged
- that the air valves are open
- that the profile is properly installed the entire way across the body seam and is not open
- V40: that the white dot (A) points up
- S40: that the white dot (A) points down
- that the wide lip (B) is installed on the inside Check the closing/adjustment of the tailgate/trunk lid. See method in VADIS function group 8.
If the above is not OK:
Check where the water leakage is coming from along the rubber seal. See step 2.
If there is water leakage along the rubber seal continue with step 9.
If the above is OK:
If there is no water leakage along the rubber seal continue with step 3.
2
Water leak, check
Adjust the tailgate/trunk lid correctly.
Check for water leaks by using a hose to spray water on the rear bumper and around the openings for the rear doors/boot lid. Check the inside to see
if any water penetrated the rubber seal.
If there is water leakage through the rubber seal continue with step 9.
If there is no water leakage through the rubber seal continue with step 3.
3
Water leak, check (cont.)
Keep the tailgate/trunk lid closed.
Remove the interior side panels. Spray water on the rear bumper and around the openings for the rear doors/boot lid. Check to see if any water
penetrated into the vehicle.
Continue with step 4 (V40) or step 5 (S40 (-04)).
4
Seals, drainage channels and seams, check - V40
Remove the rubber seal and the panels.
Clean:
- the drainage channel
- the mountings for adjustment and impact stop.
Check:
- that the flange is not bent or damaged. Wipe the flange clean (do not remove the sealing putty in the seam)
- the sealing putty over the seams especially in the spots indicated (see arrows in the illustration).
Use sealing putty to seal the openings. Apply and spread the sealing putty correctly.
Apply the original paint colour after the sealing putty has hardened.
Check that the adjuster remains flat. Apply sealing putty if necessary.
Continue with step 6.
5
Rear window glue seam, check - S40 (-04)
Check:
- the seams at the bottom of the rear windshield
- installation of the spacer clips for the rear window. Remove the clips as necessary apply sealing putty and refit the clips.
Use body putty to seal the openings. Apply and spread the sealing putty correctly.
6
Parts of the body, internal, sealing - S40 (-04)/V40
Remove the tail lamp. See method in VADIS function group 3.
Check that the rubber seal at the tail lamp is properly fitted. The rubber seal must sit over the mounting pins and must be in contact with the raised
edge of the tail lamp.
Remove the bumper. See method in VADIS function group 8.
Clean the inside of the panel. Allow the panel to dry. Apply sealing putty (P/N 1161651) to the internal seam
all the way out toward the outer end plate. Brush on the sealing putty to make sure it is in the correct spot. Use a small brush. Wipe off any excess
sealing putty.
7
Seams, check - S40 (-04)/V40
Begin by removing the bumper and tail lamp. Use sealing putty to seal the openings. Apply and spread the sealing putty correctly.
Wipe off any excess sealing putty.
Apply the original paint colour after the putty has hardened.
8
Seams, check (cont.) - S40 (-04)
Check the sealing putty over the seams especially in the spots indicated (see arrows in the illustration).
Check that the adjuster remains flat. Apply sealing putty if necessary.
Use body putty to seal the openings. Apply and spread the sealing putty correctly.
9
Rubber seal, before installation , check
Remove the rubber seal from the tailgate/trunk lid opening.

Check:
- that there are traces of sealing putty along the entire rubber seal which indicates proper installation
- the rubber seal for damage (replace if necessary)
- that the air valves are open.
Caution! If the rubber seal is to be reused the sealing putty must be applied to the body seam to ensure that the seam is properly sealed. Use
weatherstrip P/N 1161616. Position the weatherstrip on the body edge.
Check that the rubber seal is not open anywhere in the seam. Press the seam together if necessary.
Install the rubber seal as described in step 10.
10
New rubber seal, installation
Remove the rubber seal from the tailgate/trunk lid opening.
Note! First carry out step 9 if the old rubber seal isto be reused.
Check that the flange is not bent or damaged. Wipe the flange clean (do not remove the sealing putty from the seam).
Clean the drainage channels.
Install:
- for V40: The white dot (A) on the rubber seal must face up in the centre. The seam should face down near the lock. The wide lip must be
positioned on the inside.
- for S4O(-04): The white dot (A) on the rubber seal must face down in the centre. The seam should face up in the centre. The wide lip must be
positioned on the inside.
Start by installing the rubber seal at the white dot (A). Press the rubber seal onto the seam as straight as possible. Follow the edge and exercise care
at the corners.
Do not stretch out the rubber seal.
Use a rubber mallet to make sure that the rubber seal is completely pressed in along its entire length. Do not damage the rubber.
If a new rubber seal is used:

- position the rubber seal on the inside. Pull the assembly cord (B) out of the rubber seal in one movement. (Put the flap over the panels where
necessary).
If a used rubber seal is used:

- position the rubber seal on the inside and properly install the lip. Position the lip over the panels where necessary.
type 01.
Interior Safety Products - Reuse/Disposal

GROUP:
00
NO:
205
ISSUING DEPARTMENT:
Warranty
CAR MARKET:
U.S. and Canada
DATE:
YEAR MONTH DAY
2001 10 19
TITLE:
Reuse of Interior Explosive Products and SRS Disposal
SMB 00-170
1. REUSE OF INTERIOR EXPLOSIVE SAFETY PRODUCTS
Volvo Cars of North America, LLC does not endorse the re-use of interior safety components from salvaged or scrapped vehicles. The
integrity of used parts cannot be guaranteed. It is impossible to determine the conditions to which these components may have been exposed.
Undisclosed activation, violent disassembly, excessive heat or cold, high humidity, improper transport, and other adverse factors can all
render safety components ineffective.
Concerned Products:
^ Safety belts, including pretensioners
^ Airbags, including front and side airbags for driver and front passenger, and inflatable curtains.
^ Crash sensors and igniters.
^ Whiplash Protection System (WHIPS) components
2. SRS DISPOSAL
Pyrotechnic (explosive) safety components are hazardous materials. Disposal or scrapping of any hazardous material, not requested from the
retailer via the Volvo Service Transaction Statement,1 must be made in accordance with all applicable Local, State and Federal Regulation.
Ignition Systems - Failed Ignition Key Programming

NO: 36-45
DATE: 7-16-2004
MODEL: S/V40 MY2000-2004; S/V70 MY1999-2000; C70 MY1999-2004
SUBJECT: Failed Ignition Key Programming
REFERENCE: VADIS
DESCRIPTION:
Cases are reported that new correctly cut spare part ignition keys can't be programmed to the immobilizer ECU. VADIS may indicate that one or
more DTC's are present related to the failed programming.
The most frequent cause of failed ignition key programming is that the immobilizer ECU memory has reached its maximum capacity. The memory
of the immobilizer can be cleared by disconnecting the battery negative lead for at least one minute.
This TNN provides some guidelines on the programming of ignition keys with an integrated transponder for the S/V40 MY2000-2004, S/V70
MY1999-2000 and C70 MY1999-2004. These vehicles have a similar immobilizer system and ignition key with integrated transponder.
SERVICE:
Establish the correct vehicle profile, and order the ignition key application software according to the established routine in VADIS.
Obtain radio code.
Disconnect the battery negative lead as described in VADIS Information Manager, Function Group 3, for at least one minute.
Complete the procedure by reconnecting the battery negative lead, downloading the software and programming the key.
Additional tips on ignition key programming
^ If you plan to program more than one key and one of the keys fails, perform the battery reset procedure as mentioned above and try to program
the key again.
^ To avoid interference, no other ignition key should be near the ignition key being programmed.
^ It's not necessary to replace the keys when an immobilizer antenna ring is replaced. The spare part keys can be recognized as below:
^ The key for X40 MY03- has the transponder and remote built into the same housing. It is called KIR (Key Integrated Remote).
^ The key blade from an X40 MY03- KIR does not need to be replaced if the remote or transponder is faulty.
Method to replace the key blade:

Logon to VADIS as usual and profile the car using the complete VIN and then proceed with the following steps in the VADIS information
manager:
1. Select: Function Group 3
2. Select: Repair and installation instructions Removal, replacement and installation
3. Select: 36 Other electrical equipment --> Ignition key/remote control --> Ignition key/remote control, replacingTechnical Service
Bulletin # 230045 Date: 991201

Section
2
Group
23
No.
0045
Year
99
Month
12
S40/V40
2000-
Background
B4xx4T2 2000- 415000-
Clamp 1 981143

2

Check
type 01.
Recall - EVAP System/PCM Software Upgrades

GROUP:
23
NO:
109
ISSUING DEPARTMENT:
Warranty
CAR MARKET:
U.S. and Canada
DATE:
YEAR
2002
MONTH
05
DAY
11
TITLE:
Service Campaign - 109: EMS 2000 Software Upgrade / Evap System Leakage Diagnostics
S40/V40 MY001 - MY01
SB23-0058
PB23-109
Supercedes SMB23-109 dated 2002-04-08
BULLETIN REFERENCE
C. PARTS INFORMATION/PARTS RETURN

Volvo Cars of North America, LLC and Volvo Cars of Canada Ltd. have determined that a Service Upgrade is required on certain model year
2000 and 2001 S40 and V40 vehicles.
It has come to our attention that certain model year 2000 and 2001 S40 and V40 cars have experienced an unusual number of dashboard
"Check Engine" light illuminations (in Canada: Refer to Image ). The Check Engine light will illuminate if your vehicle's diagnostic system
senses an engine, transmission, electrical or emissions system condition that potentially needs correcting
Volvo has determined that a software upgrade will alleviate unnecessary Check Engine lights without affecting the system's diagnostic
capabilities. In some cases, a new diagnostic vacuum pump check valve will also be installed.
71,746 vehicles in the US and 4,696 vehicles in Canada are affected.
NOTE:
RETAILER MUST CONFIRM VEHICLE ELIGIBILITY PRIOR TO BEGINNING REPAIR FOR THIS UPGRADE CAMPAIGN.
Refer to DCS/VEN Vehicle Inquiry
RETAILER VEHICLE CAMPAIGN LIST
A "Retailer Vehicle Campaign List" will be sent separately identifying the specific vehicles eligible for this campaign. This list details all
All vehicles should be checked for any other incomplete recalls or service campaigns.
C. PARTS INFORMATION / PARTS RETURN
PARTS RETURN
THE REPLACED ONE-WAY VALVE SHOULD NOT BE RETURNED TO THE TMA DEPARTMENT.
INSTEAD, THE ONE-WAY VALVE SHOULD BE HELD FOR THE MANDATORY 30-DAY PERIOD, AFTER WHICH TIME THE
RETAILER SHOULD SCRAP IT IN A RESPONSIBLE MANNER.
RANDOM CLAIM AUDITS WILL BE MADE FOR EACH RETAILER. INCORRECT REPLACEMENT OF THE NON-RETURN
VALVE WILL RESULT IN A CLAIM DEBIT.
Owner mailing is expected to begin during the week of April 8, 2002.

All new vehicles in retailer's inventory and qualifying for Service Campaign 109 should be repaired prior to a customer taking possession of
the vehicle.
Retailers are to perform this upgrade on eligible vehicles regardless of mileage/Kilometers or vehicle age. The campaign work covered under
Service Campaign 109 is free of charge to the owner.
After sales Area Manager will follow up to ensure that this campaign is proceeding smoothly.

Power Locks - Door Central Locking Motor Replacement

S40/V40
2000-
Section
8
Group
83
No.
0039
Year
03
Month
05
Central locking motor in the front and rear doors, securing/changing
Background:
This Service bulletin describes a new method for the installation or replacement of the central locking motors and a corrective action to the locks
when replacing the doors.
Affected vehicles
Model Factory Chassis No.

S40, V40 000001 - 942620
Lock, handle Central locking motor, installation

Description of the central locking motors, front and rear doors 1
The inner lock assembly must be removed if the motor is to be replaced.
Note!
Use the illustrations to determine which version applies!
Version A: No extra mounting for the motor.

Version B: (chassis no -94 2619): from the 2000 onwards, a bracket was installed at the bottom of the motor. The bracket is secured in the door
panel.
Version C: (chassis no 94 2620-): The motor is secured by a screw in the door panel.
Removing/installing the central locking motor 2
If the entire lock must be removed, the bracket (D) on the door must be removed first, if applicable.
When the motor is replaced, the top bolt (E) should not be fitted in version (C).
Assemble in the same way as described in VADIS. The support should be secured last.
Corrective action to locks when replacing the doors 3
Note!
Because of a new design the following must be carried out when replacing a door.
When a new door is fitted, the bracket in version (B) is not used.
In the case of version (A) and (B) the top motor screw must be removed.
Securing the lock to the door should then be carried out with the new screw at (E).
Technical Service Bulletin # 83-0039 Date: 030501
Body - Securing/Changing Lock Motors

Section
8
Group
83
No:
0039
Year
03
Month
05
Central locking motor in the front and rear doors, securing/changing
Background:
This Service bulletin describes a new method for the installation or replacement of the central locking motors and a corrective action to the locks
when replacing the doors.
Affected vehicles
Model Chassis No.
S40, V40 000001 - 942620
Lock, handle
Central locking motor, installation
1
Description of the central locking motors, front and rear doors
The inner lock assembly must be removed if the motor is to be replaced.
Note! Use the illustrations to determine which version applies!
Version A: No extra mounting for the motor
Version B (chassis no -94 2619): from the 2000 onwards a bracket was installed at the bottom of the motor The bracket is secured in the door panel.
Version C (chassis no 94 2620-): The motor is secured by a screw in the door panel.
2
Removing/installing the central locking motor
If the entire lock must be removed the bracket (D) on the door must be removed first if applicable.
When the motor is replaced the top bolt (E) should not be fitted in version (C).
Assemble in the same way as described in VADIS. The support should be secured last.
3
Corrective action to locks when replacing the doors
Note! Because of a new design the following must be carried out when replacing a door
When a new door is fitted the bracket in version (B) is not used.
In the case of version (A) and (B) the top motor screw must be removed.
Securing the lock to the door should then be carried out with the new screw at (E).
Tailgate/Trunk - Lock Repair Kit

Section
8
Group
83
No.
0037
Year
01
Month
01
Tailgate/trunk, lock repair
Background:
If for any reason a repair to the tailgate/trunk look assembly is needed, a service repair kit has been developed and is now available as a spare part.
This service bulletin describes how to perform the repair.
Model Chassis no.

S40/V40 2000- 415000-
Parts Information
Tailgate/trunk lid, lock repair
Tailgate/trunk, lock assembly, replacing
1
Tailgate/trunk panel, removing
- Remove the tailgate/trunk panel see Vadis Group 83, tailgate or trunk lid.
- Grease the parts in the repair kit using P/N 1161417. Ensure that the steel lock pin slides into the casing.
Note!
Mark the position of the existing rotating section before removal.
- Position the new rotating section in the same position as the old.
Lock mechanism, removing
- Apply tape to the lock cylinder so the lock cylinder cannot tall out.
- Remove the link rod (A) for the central locking system from the lock assembly.
- Push out the lock pin (B) that is locking the clip out through the rear of the clip. Press the lips together and take the clip out of the lock.
- Remove the retaining clip (C) from the shaft using a screwdriver. If necessary press the lock in.
- Remove the complete rotating section from the lock.
Lock mechanism, installing
- Apply a little grease to the pin of the lock cylinder.
- Press the lock in so the pin section (D) comes out.

- Position the rotating section (kit) over the pin of the lock cylinder.
- Hold the lock cylinder in position. Install the retaining clip (C) over the pin of the lock cylinder. Press clip into position, with the middle lug
over the cut-out, on the pin. See the inset in the illustration.
Control link rods, installing, adjusting
- Press the control rod (A) for the central locking system in the clip of the rotating section, ensure that the link rod is locked into position.
- Position the clip with the lock pull link rod in the rotating section of the lock. Install the lock pin.
- Check the lock function. If necessary adjust the pull link rod by removing the lock (E). Reinstall the lock (E) after positioning the pull link rod.
- Install the tailgate or trunk panel.
See Vadis Group 83 tailgate or trunk.
Wipers/Washers - Wipers Shudder/Noisy

S40/V40/S60/C70/S70/V70/V70/ XC/S80
1998-
Section:
3
Group:
36
No.:
0022
Year:
02
Month:
10
Adjusting wiper arm
Background:
This Service Bulletin describes how to adjust the angle of the wiper arm correctly to address issues of shuddering and noise during operation
Special Tools
Description P/N
Measuring tool 951 2931
Other electrical equipment
Adjusting the wiper arm 1
Check that the wipers are in the parked position. Switch the wipers on and off again with the ignition switched on.
Fold out the wiper arm.
Remove the wiper blade.
Install the tool (A) loosely on the wiper arm (B), as illustrated.
Carefully fold the wiper arm and tool towards the windshield.
NOTE:
The base of the tool must be in contact with the windshield.
Tighten the tool (A) to the wiper arm (B) using screw (C).
S60/C70/S70/V70/V70XC/S80 2
Correct angle:
- 4 degrees.
Caution:
Adjust the:
Fold the wiper arm out and remove the tool.
Install new wiper blades and carefully fold the wiper arm down.
Test the function.

S40/V40 3
The correct angle is within the following range:
- 3 to - 5 degrees.
Caution:
Adjust the:
Fold the wiper arm out and remove the tool. Install new wiper blades and carefully fold the wiper arm down.
Test the function.
type 01.
Windshield Washer - Poor Performance

S40/V40
2000-2001
Section
3
Group
36
No.
0021
Year
02
Month
05
Checking and re-routing windscreen washer hoses
Background
This Service Bulletin describes how the windscreen washer hoses should be checked/adjusted when having decreased washer function.
Affected vehicles
Materials
Checking position of hose and hose routing 1
Check the hose on the left and right side nozzle: it should not be kinked and should form a loop (A) of not less than 35 mm (~1-3/8 in.).
Note! The hose must in no way be pinched or kinked, nor have any tendency to kink.
On the right side, check if the hose is pinched by the hood insulation panel (B). If necessary, mark where material needs to be removed.
If the hose is pinched by the hood insulation only:
Remove material from the hood insulation panel as marked to ensure that the hose lies in place freely.
If further obstructions, such as pinching or kin king, are found elsewhere, see the following method.
Rectify nozzle connections if necessary 2
Remove hood insulation panel completely.
Note! Always replace existing hoses with new hose. Fit so that pinching cannot occur when hood insulation panel is refitted.
Cut hose to the correct length:
Left: +/- 560 mm (~22-1/16 in).
Right: +/- 160 mm (~6-5/16 in).
2000-2001, cars with headlamp wash/wipe
Replacing hose from T-valve on inner fender to T-valve on hood
Remove:

2000)
- hose (G) that runs from connection (D) along the

inner fender to connection (E).
Slide new hose (G) through the mounted clip (C) and through openings (A) in hood by the T-connector (E) and connect.
Push hose (G) into clip (B) on inner fender and pull straight through to the front.(do not bend)
Measure off a length of hose (G) sufficient to reach T-connector (D), and cut to length. Connect the hose to the T-connector.
Note! Verity that the hose fits snug along the inner fender and does not kink or pinch when closing the hood.
2000-2001, cars without headlamp wash/wipe
Replacing hose on inner fender to T-valve on hood

Remove:

2000)
- hose (G) from connection (E).
Place a rag over the ABS unit.
Cut through and remove hose (G) above ABS unit (H).
Slide new hose (G) through clip (C) and openings (A) in bonnet by T-connector (E) and connect.
Push hose (G) into clip (B) on inner fender and pull it straight through to the front.(do not bend)
Install nipple (F) into the hose coming from windscreen washer reservoir.
Measure off a length of hose (G) sufficient to reach nipple (F), and cut to length. Install hose to the nipple.
Remove rag from the ABS unit.
Note! Verify that the hose fits snug along the inner fender and does not kink or pinch when closing the hood.
Installing and function check 5
Ensure that the hose lies in place freely.
Reinstall hood insulation panel. Be sure to fit behind recess and fix in place with clip. Recheck run of hose to windscreen washer nozzles.
Close the hood.
Check windscreen washer function.
Chemical Additives - Policy

BULLETIN NUMBER:
1801
GROUP:
18
N0:
01
DATE:
April, 2000
TITLE:
Chemical Additive Policy
ISSUING DEPARTMENT:
Technical Service
SMB 22-03: Recommended Engine Oils
CAR MARKET:
U.S. and Canada
Volvo's policy concerning additives is as follows.
UNLESS SPECIFICALLY INSTRUCTED IN OFFICIAL SERVICE INFORMATION, NO ADDITIVES 0F ANY TYPE ARE TO BE USED IN
VOLVO SYSTEMS.
Volvo does not approve of any additives to: engine oil. gasoline, engine coolant. transmission oil/fluid, refrigerant and final drive oil. Only engine
oils from Volvo's approved engine oil list may he used for any warranty and/or service maintenance/repair.
The only time there is an exception to this policy is if Volvo communicates to a retailer in written form that it is appropriate to use a given additive
in a given system. Examples of this are the use of a dye in A/C refrigerant for the purpose of leak detection, and Volvo gas line anti-freeze during
extremely cold weather to help avoid frozen fuel lines.
Fuel Injector Maintenance and Cleaning: Today's gasolines are higher in quality than gasolines of the past. The Clean Air Act Amendments include
a requirement that all gasoline sold must contain additives to prevent the accumulation of deposits in engines and fuel supply systems. Today, the
issue of sufficient quantities of appropriate detergents is addressed through these EPA regulations.
As a result, Volvo no longer recommends or supports the use of gasoline additives or external fuel injector cleaning systems. Additive
over-treatment may have an adverse effect on fuel system performance and may cause engine oil thickening.
Cooling System - Cooling Fan Resistor Replacement

S40/V40
1998-
Section
2
Group
26
No.
0011
Year
04
Month
02
Replacing engine cooling fan resistor
Background:
This service bulletin describes the replacement of the resistor for engine cooling fan (for speed 1) in the vehicle.
Material
Resistor 1 30644121
Splicing sleeve 2 9130476
Tie strap 2 98 3750
Special tools
Description Special Tool Bulletin # Part No.
Wire Stripping Tool From Terminal repair kit 951 2946 or 951 2620
951 2647 (STB 95). Available from SPX
Crimping Tool From Terminal repair kit 951 2946 or 951 2656
951 2647 (STB 95). Available from SPX
Hot air gun Refer to STB 139 951 2850

Nozzle Refer to STB 139 951 2780
part of nozzle kit 951 2778
Fan, fan shroud and clutch Cooling fan resistor; replacement
Detaching the resistor 1
Remove:
- the front engine splashguard

- the connector (1) from the assembly by sliding it upwards
- the connector (2) from the cable harness for the fan motor
- the resistor from the clamps (5).
Note!
The resistor is positioned either horizontally below the fan motor or vertically to the right (diagonally).
Remove:
- the clamp (4) in front of the cable harness inside the cooling fan assembly
- the cable harness from guide (3) outside the cooling fan assembly.
Pull the cable harness with the resistor downwards as far as possible.
Move the clamp (5) from the horizontal to the vertical position as shown in illustration.
Installing splicing sleeve 2
Cut off the wirings as close to the existing resistor as possible.

Strip the ends 7 mm using stripping tool 951 2620.
Twist the ends of the wires. Insert the wires in the splicing sleeves.
Note!
Be sure that the wire is deep enough in the splicing sleeve.
Press the splicing sleeves to the wires using crimping tool 951 2656. Use opening No. 2.
Pull the wires to ensure a good connection.
Preparing the resistor 3
Remove the clamp from the resistor.

If the original resistor was mounted horizontally, the wires should be cut ca. 75 mm (A) from the resistor.
If the original resistor was mounted vertically, the wires should be cut ca. 110 mm (A) from the resistor.
Remove the insulating sleeve.
Strip the ends 7 mm using stripping tool 951 2620.
Twist the ends of the wires.
Connecting the new resistor 4
Caution!
Join the red wires together and the blue wire to the black wire on the new resistor
Twist the ends of the wires. Insert the wires in the splicing sleeves as described above. Press the splicing sleeves to the wires using crimping tool
951 2656. Use opening No. 2.
Pull the wires to ensure a good connection.
Shrinking the splice sleeves 5
Use hot-air gun 951 2850 and nozzle 951 2780.

Set the hot air gun to flow 2 and set the temperature between 2 and 3 (69°C). Protect the surrounding components from heat. Position the splice
sleeve in nozzle 951 2780 and heat the joint so that the adhesive melts and begins to emerge from each end.
Reinstalling the cable harness at the outer side of the fan assembly 6
Slide the connector (1) to the cooling fan assembly. Do not connect the connector (2).
Slide the protective sleeve up as high as possible.
Guide the wiring (3) into the fan assembly.
Feed the wiring along the bottom side of the fan shroud assembly. See drawing.
Press the resistor into the clamp.
Fix the wiring using tie straps (4), as close to the splicing sleeves as possible.
Ensure that the wirings cannot chafe or be damaged.
Install:
- the connector (2)

- lower splash guard.
Check the cooling fan function according to VADIS.
Reinstalling the cable harness inside the fan assembly 7
Slide connector (1) to the cooling fan assembly. Do not connect the connector (2).
Slide the protective sleeve into place.
Position the wiring in the fan assembly (3). Press the resistor into the clamp. Close the clamp (4).
Feed the wiring into the fan assembly with a loop. Install two tie straps (5) to secure the wiring.
Ensure that the wirings cannot chafe or be damaged.
Install:
- the connector (2)

- lower splash guard.
Check the cooling fan function according to VADIS.
WARRANTY STATEMENT:
Emissions - PCV System PTC Nipple Replacement

S40 (-04)/V40
2000-
Section
2
Group
25
No.
0040
Year
2004
Month
10
Replacing the PTC nipple in positive crankcase

ventilation (PCV) system
Background
This service bulletin is a supplement to VADIS. It describes how to replace the PTC nipple in the PCV system.
Material
PTC nipple, replacing
Remove
Remove the air intake hose 1
Remove:
- EVAP connection (1) from the air intake hose
- turbo control valve from the air cleaner housing
- hoses turbo control valve from the hose clamps (2)
- nipple with hose for the turbo control valve (3)
- connector from the PTC nipple
- air intake hose (tie strap) from the air cleaner
- heat shield from the cowl panel
- air intake hose (hose clamp ) from the turbo charger
- hose (4) from the positive crankcase ventilation (PTC) nipple

- air intake hose.
Remove PTC nipple 2
Remove:
- the PTC nipple. Remove the PTC nipple out of the hose with a twisting movement. Use a (blunt) screwdriver.
Install
Install PTC nipple 3
Apply grease P/N 1161114 to the hole in the hose. Support the inside of the hose where the hole is located while inserting the valve.
Install:
- the PTC nipple in the hole with a twisting movement. Press the PTC nipple securely into the hose. Use a (blunt) screwdriver if necessary.
Position the PTC nipple.
Install air intake hose 4
Clean the hose connections carefully.
Install:
- a new hose clamp on the positive crankcase ventilation (PCV) hose.
Insert the air intake hose. Position the air intake hose on the turbocharger and the air cleaner housing.
Secure the air intake hose at both sides.
Secure the positive crankcase ventilation hose.
Install:
- the connector on the PTC nipple
- turbo pressure regulator to the nipple. Press the other hoses into the hose clamps
- the EVAP hose.
Install:
- the heat shield.
WARRANTY STATEMENT:
Bulletin # TNN40-04 Date: 051013
A/T, M/T, AWD - Approved Lubricants

NO: 40-04
DATE: 10-13-2005
MODEL/YEAR: All Models
SUBJECT:
Transmission and AWD Lubricants
REFERENCE: Owners Manual and VIDA
Campaign - Engine Oil Filler Grate Inspection

BULLETIN NUMBER:
2198
GROUP:
21
NO:
98
DATE:
April, 2000
TITLE:
Service Campaign 98 - Oil Filler Grate: Inspect
MODELS:
(9892970) VOLVO S80
(9892969) VOLVO S70/V70/C70
(9892968) VOLVO S40/V40
ISSUING DEPARTMENT:
Warranty
SB 21-0027
SB 21-0028
SB 21-0029
CAR MARKET:
U.S. and Canada
SUPERSEDES: SMB 21-98 dated March, 2000. Claim Type numbers corrected on page 3.
BULLETIN REFERENCE
F. VEHICLES IN RETAILER INVENTORY
Volvo Cars of North America, Inc. and Volvo Cars of Canada Ltd. have announced a service campaign affecting certain 2000 model year
Volvos. Approximately 20,817 vehicles in the US and 600 vehicles in Canada are affected.
This campaign involves the engine oil filler grate located in the engine oil filler neck of certain model year 2000 Volvos. In rare instances,
this grate may become loose. On vehicles that qualify for this campaign, an inspection of this grate will be performed.
All owners of these affected vehicles will by notified by mail beginning the week of April 3, 2000.
NOTE: RETAILER MUST CONFIRM VEHICLE ELIGIBILITY PRIOR TO BEGINNING THIS CAMPAIGN.
1) Refer to DCS Vehicle Inquiry
2) Refer to the Vehicle Campaign Listing
Service Campaign 98 was performed on vehicles within the affected chassis range prior to release from the PORT. On these vehicles this
campaign has been marked as PERFORMED in DCS, and no further action is required.
"A Retailer Vehicle Campaign List" will be sent separately identifying the specific vehicles eligible for this campaign. This list details all
Parts are NOT required for this Service Campaign.
During the week of April 3, 2000 an announcement letter will be sent directly to Volvo owners. A copy of this letter is attached.
F. STOCK VEHICLES
All vehicles in retailer's inventory and qualifying for this service campaign must he repaired prior to a customer taking possession of the
vehicle.
Retailers are to perform this campaign on eligible vehicles regardless of mileage/kilometers or vehicle age. The campaign work covered
under Service Campaign 98 is free of charge to the owner.
Aftersales Specialist will follow up to ensure that this campaign is proceeding smoothly.
ONLY ONE CLAIM PER VEHICLE WILL BE ACCEPTED.
All claims should be submitted using the short form application. Separate repair codes have been established for the S80, the S70/V70/C70
and the S40/V40 that Will automatically reimburse the retailer for the proper labor for each claim. Replacement parts are not required for this
Service Campaign.
Engine Oil Filler Grate - Works Loose

Section
2
Group
21
No.
0027
Year
00
Month
03
S40/V40
2000 Partly
Campaign No. 98
Engine oil filler grate, inspection
Background
An oil filler grate is located in the engine oil filler neck of certain model year 2000 vehicles. In rare instances this grate may become loose. The
following inspection must be performed to check the oil filler grate.
Remove Oil Filler Cap 1
Inspect: look to see if oil filler grate is visible.
If VISIBLE: proceed to next step.
If NOT visible - take a magnet and insert it into the filler neck. Move magnet in all directions including passing the magnet over oil puddles.
Remove magnet and check magnet for metal shavings.
If the oil filler grate is not visible and metal shavings are present contact your Regional FTS or the Technical Hot-line.
If the oil filler grate is not visible, and no metal shavings are present inspection completed. Using tire chalk, place an X across the top of the oil
filler cap.
Checking the oil filler grate 2
Tool Needed: Hammer with a rubber handle. Handle diameter must be 30-40 mm (1.16-1.57 inches).
Note!
Do not hit the oil filler grate with the hammer.
Insert the handle into the filler neck.
Push down on hammer, and at the same time observe grate to see/feel if loose.
If necessary, repeat a second time.
If grate is NOT loose - inspection is complete. Using tire chalk, place an X across the top of the oil filler cap.
If grate IS loose - proceed to the next step.
Engine oil filler grate, inspection Inspection of Oil filler grate
Removing the oil filler grate 3
Covering the oil filler sleeve
Install tape on the filler neck to protect cap sealing surface. Use two layers of duct tape.
When performing this operation, take all precautions necessary to protect the cap sealing surface.
Caution!
Failure to cover the oil filler neck could result in damage to the sealing surface and require its replacement.
Bending attachment 4
Note!
The following illustrations do not show the protective tape. The tape must remain in place throughout the entire procedure.
Insert screwdriver behind the attachment. Bend attachment 45 degrees inward.
Making kinks 5
Using a small chisel, make a mark on both sides of the center louver. Mark should be in-line with the straight cut side of the louver.
See Illustration.
Grab attachment with a pair of channel locks. 6
Using a flat blade screwdriver, press down on one of the marks, at the same time, bend grate over with channel locks.
Folding the oil filler grate 7
Move screwdriver to other side if necessary. Fold grate in half.
Removing the oil filler grate and masking tape 8
Grab grate with channel locks. Carefully move the grate up and down and from side to side until second attachment loosens.
Remove grate.
Remove protective tape. Carefully inspect cap sealing surface for damage.
Check for any metal shavings, remove using a magnet. Using tire chalk, place an X across the top of the oil filler cap.
Headlamps - Auxiliary Resistor Wire Harness

S40/V40
2000-
Section
3
Group
37
No
0008
Year
00
Month
10
Background
A new resistor wire harness has been introduced to extend the life of the low-beam headlight bulbs. The new harness is available as a spare part
Following these procedures, resolve customer complaints about low-beam lifespan by installing the new harness in line with the existing wire
harness and replacing both low beam bulbs.
Affected Vehicles
Materials
Special tools
Installation of an extra wire harness and new bulbs
Preparatory work
Turn off the ignition.

Open the bonnet.
Replacing left and right low beam bulbs
Turbo versions: remove the protective covers over the headlamp bulbs if applicable.
Caution!
Do not touch the bulb glass.
Squeeze the retaining clips as pictured. Remove the electrical connector and bulb from the headlight assembly.
Remove old bulb and discard.
Install new bulb in the connector and reverse the procedure to complete installation.
Removing panel
Remove the driver side, under-dash panel covering the central electronic module (CEM).
Remove the connector (A) from the CEM.

Connecting the cable harness to the CEM
Open the catch (A) by pushing it out (approximately 2 mm) on the other side at points (B).
Insert terminal removal tool 951 2636 in terminal slot 4 and terminal slot 12 respectively as indicated in the illustration. Push the catch (C) to one
side.
Remove the wire from the connector.
Connect the two wires from the auxiliary harness to slot 4 and 12 in the CEM connector as per illustration.
Carefully pull on the wire to check that it is secured. Push the catch (A) back into place. Reinstall the connector in the CEM. Check that the
connector is secure.
Reinstall the connector in the CEM. Check that the connector is secure.
Installing the wires into the connector
Check if the catch (A) is open. Open if necessary by pressing the lock out.
Position the new connector (B).
Insert the two wires from the auxiliary harness in the connector.
Note!
Ensure that the wiring to slot 4 in the (B) connector is also connected to slot 4 in the CEM connector
Pull carefully on the wire to check that it is secured. Push in the lock catch (A).
Securing the cable harness
Assemble the new cable harness in the connector (C).
Secure the cable harness in as large a loop as possible to the existing cable harness (A) and to the support bracket (B).
Use the supplied clips.
Caution!
Ensure that the wiring is not chafing or/and pinched at any point.
Reinstall the cover panel(s) on the dashboard.
Identify vehicles with harness Installed
To identify which vehicles within the chassis range listed on the cover page have a harness installed, the vehicle should be marked.
Place an X as pictured on the A/C label under the hood with a black permanent marker.
Checking the function

Turn the ignition key to position I.
Warning!
Ensure that nobody is in the car when connecting the battery.
Check the function of the low beams.
Enter the radio code.
Set the clock to the correct time.
WARRANTY STATEMENT:
Bulletin # 8840031 Date: 010401
Front Door Window - Excessive Noise

Section
8
Group
84
No.
0031
Year
01
Month
04
S40/V40
2000-
Front door window, replacement
Background
New windows have been introduced for the front doors to improve quality and to prevent excessive noise. Because of a new lift bar, the door glass
appears to be larger because the glass does not fully drop into the door in the "down" position. The additional inside guide rail on the lock side has
also been removed.
The guide molding for the window is unchanged, but will be shortened when a new protective cap for the inner lock is introduced. The mounting of
the windows on the window mechanism now uses two M6 bolts. The window lift bar is bonded to the door window and does not need to be
installed.
Only the new window version is available as a spare part and can be installed in the older versions of cars without any changes.
Affected vehicles
Parts List
Front door window, replacing 1
Front door panel, removing
Close the door window.
Remove:
- cover panel from the door mirror
- speaker panel (A) and self-tapping screw
- self-tapping screw at the opener (B). Remove the housing (C) by pulling it forward
- caps and screws (D)
- handgrip tray (E) (disconnect the connector for the power window)
- pull the door panel off at the bottom by detaching the clips
- panel working from the bottom to the top.
Front door window, removing 2
Remove:
- part of the insulation panel to access the bolts

- window opened; the two mounting bolts (A)
- window, move the window upwards and turn it at the front side downwards and take it out (do not damage other parts while removing).
Front door window, installing 3
Install the window (starting from the front) in the front door. Position the window in the guide molding using a twisting movement. Do not damage
any components.
Lower the window so that the mounting holes in the window lift bar are opposite the holes in the fixed arm in the window mechanism.
Finger-tighten the bolts.
Wind the window up and down a few times and secure the window by the bolts. Tighten to 8 Nm (6 ft.lb).
Warning!
When replacing an old type of front door window with a new one, take care to use the right bolts and tightening torque 8 Nm (6 ft.lb). If the old
window is used be aware that the tighten torque of the screws is 4 Nm (3 ft.lb).
Open the window.
Install the insulation panel. If necessary, apply a new mounting strip (P/N 277253).
Front door panel, installing 4

Check the panel clips.
If necessary apply the weatherstrip.
Position the panel at the top (thread through the wiring for power windows). Press the door panel down so that the clips at the bottom engage.
Connect the wiring to the switch (power windows). Position the inner handle (E). Install the cover.
Position the housing for the opener (C). Hook the housing into the door panel. Install the screw (B).
Install the screws (D). Install the caps.
Install the screw (F). Position the loudspeaker panel (A).
Position the cover for the door mirror.
Close the window.
Clean the window.
Body - PUR Bond(R) Window Bonding

Cars
All models
1992-
Section:
8
Group:
84
No.:
0033
Year:
04
Month:
04
Vehicles involved:
All with PUR bonded windows
PUR bonded windows, new adhesive kit

Background
This Service Bulletin describes the specifications of the type of adhesive which must be used on the body flange when bonding windows. Other
adhesive kit replacements are also described.
The quantity of adhesive has been reduced from 580 ml (19.61 fl oz) to 450 ml (15.22 fl oz). This amount is the required amount to be applied.
Materials
Glass and weather-strip for windshield and rear windshield
Application of the PUR adhesive
Information 1
Note!
When bonding windows, only Volvo PUR adhesive must be used. This PUR adhesive is continually tested to satisfy Volvo's demands on the
vehicle in the aftermarket environment.
Note!
The adhesive must cure for three hours before the vehicle can be driven away.
Vehicles with a driver's airbag (SRS) and/or passenger airbag (SRS) must be bonded using 2-component adhesive.
If it is suspected that the window has been bonded using non-approved Volvo adhesive, the adhesive must be removed.
Adhesive bed requirements 2
When applying PUR adhesive to the body flange, a PUR adhesive bed is required. See the illustration.
The following apply to the S40/V40/C70/S70/V70 (-00)/V70 XC (-00)/S60/V70 (00-)/V70 XC (01-)/XC70/S80/XC90:
A = min. 13 mm
B = mm. 7 mm
The following apply to the 850:
(Use the blue pipe supplied with the kit. Alternatively cut a pipe as follows.)
A = min. 18 mm
B = mm. 7 mm
Hint:
If the old PUR bed is complete and is a maximum of 4 mm high, it does not need to be cut further. Reduce the application of adhesive to
achieve dimension A.
Note!
The amount of adhesive in the kit is sufficient for all Volvo models, even with clean body flanges.
Glass cleaner 3
Glass activator, P/N 1161514 (yellow top) have been replaced by glass cleaner, P/N 1161653.
Primer for glass 4
Glass primer, P/N 1161515 (green top) have been replaced by primer, P/N 1161652 (marked green).
The primer must always be applied to the window.
Shake before use.
Allow the primer to dry for 10 minutes.
Activator for plastic and PUR 5
PUR/RIM activator, P/N 1161517 (blue cap), is replaced by activator, P/N 1161662 (marked blue).
The activator is applied to the plastic housing to ensure the bonding of the PUR adhesive. E.G. (rear windshield on the 854 and S70).
If the old adhesive bed has been exposed/opened for more than 8 hours, it must be treated with activator before bonding.
Shake before use.

Allow the primer to dry for 10 minutes.
Enamel primer 6
Enamel primer, P/N 1161516 (red cap), has not changed.
Applied for adhesion on painted body flanges.
Shake before use.
Allow the enamel primer to dry for 10 minutes.

Recall - Trailer Hitch Defect

NO:
111
GROUP:
08
ISSUING DEPARTMENT:
CAR MARKET:
North America
DATE:
YEAR MONTH DAY
2003 01 10
TITLE:
Recall Campaign 111 Trailer Hitch
MY 1993-2002
SMB 00-170
SMB 00-170c
SB 89-0011
PB 89-111 (Pending)
BULLETIN REFERENCE
D. REPAIR OPTIONS/PARTS RETURN
I. CUSTOMER REIMBURSEMENT
Sweden for use on Volvo cars. Between September 1998 and September 2000, approximately 900 of the affected trailer hitches were delivered to
Volvo retailers and subsequently sold to customers in the US and Canada.
In an attempt to locate the owners of the affected trailer hitches, Volvo is asking retailers to check their records, for the time period between
September 1998 and September 2000 for sales of the seven (7) affected part numbers*:
9451997 9481235
9451998 9481216
9481232 9499598
30889232
* Note:
Not every trailer hitch with one of the part numbers listed above is affected by the Recall. Please confirm that the trailer hitch is included in
Recall 111 by ensuring that the part number is on the list and that the hitch has ALL THREE of the following distinguishing features:
^ a green release handle
^ a key-lock
^ the area around the locked/unlocked red indicator pin is round
Part Number Part Description Qty
8698774 Service Kit 1
D. REPAIR OPTIONS / PARTS RETURN
The supplier is expected to provide Volvo with replacement trailer hitches within 90 days. At this time, no customers have been contacted regarding
this Recall Campaign. If in the course of business, one of the affected trailer hitches is encountered, please inform the customer that the hitch is part
of Volvo Recall Campaign 111 and offer the following options:
1. If the customer agrees to surrender the affected part (see description of affected parts in Section B. TRAILER HITCHES
INVOLVED):
(a) Remove the detachable tow bar portion of the affected trailer hitch and return only the green handle to TMA. The balance of the
parts are to be scrapped by the retailer. The mailing procedures for TMA can be found in SMB 00-170 for the US and SMB
00-170C for Canada, the addresses are:
(b) Inform the customer that he/she will be notified by letter when a replacement hitch is available;
(c) Send the customer's name, address and VIN to VCNA (as indicated in Section E. CUSTOMER INFORMATION).
2. If the customer does not want to surrender the affected part (see Section B. TRAILER HITCHES INVOLVED):
(a) Permanently affix the detachable tow bar to the receiver (bumper mount) using Service Kit 8698774 and the instructions in Service
Bulletin 89-0011, Trailer Hitch - Permanently Affixing, available on the VEN Intranet;
(b) Inform the customer that he/she will be notified by letter when a replacement is available;
(c) Send the customer's name, address and VIN to VCNA ( see Section E. CUSTOMER INFORMATION).
If sales records for the affected parts are located, please submit the customer's name, address and VIN by mail to:
Volvo Cars of North America, LLC

1 Volvo Drive (Bldg. B)
Rockleigh, NJ 07647
Retailers are to perform this campaign on eligible vehicles regardless of mileage/kilometers or vehicle age. The campaign work covered under
Recall Campaign 111 is free of charge to the owner.
All Recall Campaign 111 claims should be submitted using the short form application. A repair code has been established for this repair that will
automatically reimburse the retailer for the proper labor and parts amount for each claim.
Please follow the instructions as outlined in the WARRANTY POLICY & PROCEDURES MANUAL, Chapter 6, Page 6.4. Technical Service
Bulletin # 8890013 Date: 040401
Recall - Trailer Hitch Replacement
Cars
Section:
8
Group:
89
No.:
0013
Year:
04
Month:
04
Reference:
This bulletin replaces Service Bulletin 89-0011 from December 2002 which must be discarded.
Recall Campaign No. 111A - Trailer Hitch Replacement
Background
Sweden for use on Volvo cars.
Material
Mechanism 1 See table below
Towing unit
Detachable Tow Hitch Replacement
Identifying tow hitch type 1
The trailer hitch covered by this method is recognizable by the following features:
Alternative 1
- Green handle (A)
- Key-lock (B)
- Area around indicator pin is circular (C).
Alternative 2
Tow hitch is mounted temporarily as shown in illustration, step 2.
Removing temporarily mounted tow hitch 2
Remove bolt securing tow hitch. Remove washers, spring and locking cylinder.
Replacing tow hitch 3
Remove cover (if fitted) on connecting pin. Check tow hitch P/N.
The number is stated after PART NO. on the type designation plate, which is located on the left-hand side of the tow hitch.
Unpack the new tow hitch and connecting pin with the P/N in the table shown.
Note!
If the type designation plate is absent, the tow hitch can be identified by measuring the ball height as described in the following operation and
cross-referencing with the values specified in the table.
Remove the existing decal in the luggage compartment describing the operation of the tow hitch.
The location of the decal will vary depending on the model and version.
Attach the decal included in the material kit.
Measuring the ball height 4
The ball height (A) is measured between the top of the ball and the top of the horizontal section of the tow hitch (see illustration).
Checking tow hitch 5
Mount tow hitch on connecting pin.
Ensure that tow hitch locks in position and that the key-lock is working.
Remove tow hitch.
Fit cover to connecting pin (if available).
Placing tow hitch in car 6
Complete registration card provided with tow hitch. Handled according to separate routine.
Place tow hitch in bag.
Place tow hitch and keys in car in location specified for model in question.
Replace existing manual with new manual from kit. Discard old manual and keys.
Mechanism, connecting pin and type designation plate must be scrapped according to separate instruction.
Technical Service Bulletin # NHTSA03V474000 Date: 031103
Recall 03V474000: Brake Vacuum Pump Replacement

DEFECT: On certain passenger vehicles, water can enter the electrical brake vacuum pump, causing the pump to fail, resulting in loss of power
assist and an increase in needed brake pedal force, which could result in a crash.
REMEDY: Dealers will replace the pump with a new and improved version and move the pump to a new location. The manufacturer has not yet
provided an owner notification schedule for this campaign. Owners may contact Volvo at 1-800-458-1552. Technical Service Bulletin #
8850010 Date: 011101
Power Seat - Intermittent Lateral Movement

S40/V40
2000
Section:
8
Group:
85
No.:
0010
Year:
01
Month:
11
Reference:
This Service Bulletin replaces the previous SB 85-0010 dated April 2000, which should be discarded.
Purpose:
The time allowance is changed.
Electrically operated seat, minimizing lateral movement
Background
Intermittently the customer might experience minimal lateral movement during acceleration and deceleration, when driving a car equipped with
power seats.
Cars Involved
Model Factory Chassis no.
S40, V40 F 130001-614999
Materials

LH side
Rh side
Tools
Description Part No.
Ground lead 9511522
Minimizing the free travel in the power seat

Preparations 1
Make a note of me anti-theft radio code.
Detach the negative lead from the battery.
Position the seat to access and release all the mounting points.
The front edge of the seat must be in the uppermost position before the seat can be removed.
Note!
when removing a seat from a car with side airbags, the seat must be grounded. This is due to the Possibility of static electricity.
When the seat has been removed from its mounting position attach ground lead 9511522 or connect a suitable length of wire (stripped at both ends)
to the rear mounting.
Secure the other end to a suitable ground point in the car.
Removing and tilting the seat 2
Remove
- Move seat to forward most position.
- The left side mounting screw protective cover.
Note!
On right side it is possible to remove the rear mounting screw without removing the center console.
- Move the seat to the rear most position.
- The front mounting protective covers by sliding the protective covers forwards, the nuts (1).
Angle, tip and tilt the seat backwards towards the rear seat.
Note!
Secure the seat.
Note!
Do not damage the components.
Unpacking the kit 3

Unpack the kit. Remove the damp bolt and separate the bracket. Remove the lock pin from the bracket, as shown in the picture.
Installing the clamp 4
Position the damp (6), with gas strut attached, around the SIPS pipe. Ensure that the locator (2) is placed over the bracket (3) on the SIPS rail. Be
sure that the locator is completely seated in the bracket.
Note:
Move the wiring beside and avoid clamping between the bracket.
Secure the screw in the hole (1). Tighten the screw (4) to 10 Nm (7 ft.lb).
Installing the lower bracket 5
Remove the screw (1). Use a standard torx socket. Discard the screw.
Position the bracket (2) ensuring that the circlip is properly positioned. Secure the bracket using the new screw (3). Finger tighten the screw.
Positioning the bracket 6
Note!
Check that the hole in the seat motor is not obstructed.
Angle the bracket (1) and the gas strut upwards into place. High forces are needed to press the gas strut in and move the bracket into position. Use a
large pair of pliers to compress strut and position bracket.
Place and tap the lock pin (2) into position (see picture) to lock the bracket. The head of the lock pin must be flush with the surface of the bracket.
Tighten the screw (3) to 8 Nm (6 ft.lb).
NOTE:
Check that the bracket and mounting of the upper clamp are in a straight line.
NOTE:
Check that circlips are locked/secured in their groves.
Installing seats 7
Install the front seat in the car.
Connect the disconnected connectors. Screw the seat into place.
Tighten to the torque specifications illustrated.
Reinstall the other removed components.
Test the function of the seat.
WARRANTY STATEMENT:
Claims may be submitted under the New Car Warranty when there is a documented customer complaint. using claim type 01.
SRS - Cable Harness Repair/Replacement

Cars
S40 (-04)/V40
2000-
Section:
8
Group:
88
No.:
0030
Year:
04
Month:
04
Miscellaneous:
Competence requirement: Volvo Level 2 Technician
SRS Cable Harness, Replacing and Repairing Cable Harnesses Based on SRS Diagnostic Trouble Codes (DTCs)
Background:
This Service Bulletin describes repair methods for various SRS cable harnesses. The described repairs should only be performed after the proper
fault tracing has indicated a fault with the wire harness.
Affected cars
Material
Special tool
Contents:
A: General
B: Installing the service cable harnesses
C: Replacing the terminals in the connector for the supplemental restraint system control module (SRS)
D: Repairing SRS wiring
E: Final check
General information
A fault in the SRS (supplemental restraint system) may be caused by faults in the wiring. Examples of this are:
^ All diagnostic trouble codes (DTCs) with the description "high resistance". Possible cause: loose connections in a connector.
^ All diagnostic trouble codes (DTCs) with the description "low resistance". Possible causes: short-circuit (damage) to the wiring, poorly
connected or damaged connector.
^ All diagnostic trouble codes (DTCs) with the description "high voltage". Possible cause: short-circuit (damage) in the wiring.
Note!
The possible causes of these faults are always listed in the description of SRS diagnostic trouble codes (DTCs) in VADIS. References are often
given to cables.
It is not necessary to replace the entire existing cable harness. The fault can be remedied by replacing only the faulty cables.
This can be done in two different ways:
1 By using service cable harnesses, according to method B.
2 By using a section of the service cable harness, see method D.
Note!
If there is physical damage to the SRS wiring or the connectors between the Supplemental Restraint System control module (SRS) and one of
the SRS components (except for the drivers and passengers airbag) the damaged part of the cables can be replaced instead of the entire service
cable harness.
In method D there is a description of how to splice cables using splicing sleeves P/N 951 2783.
Note!
The damaged part including the connector must always be replaced between two connections. Do not repair the cable between two connections.
Note!
The ignitor connector has changed color. It is now yellow.
Service cable harness, part numbers shown.

WARRANTY STATEMENT:
A. General
A: General
General 1
The color of the cables in the service cable harness is the same as for the existing SRS cable harness.
When replacing a cable in the existing cable harness, a cable of the same color must be used.
Caution!
After installing a service cable harness, unused cables must be insulated using tape and secured to the cable harness. This is to avoid any
damage.
B. Installing the Service Cable Harness

B: Installing the service cable harnesses
Preparations 1
Disconnect the battery negative lead
B1: Replacing the cable harness between the SRS control module and the passenger airbag, service cable harness 1 (a section of a cable may not be
repaired)
Removing the cable harness from the dashboard bracket and 2
positioning the service cable
Remove the:
- rear center console
- center console locker and/or the radio
- panel on the right-hand side of the center console.

Separate the connector to the passenger airbag side. Disconnect the connector and the clip from the dashboard bracket.
Position the new service cable harness along the existing cable harness under the center console against the dashboard bracket.
Installing the cable harness 3
MY 2000 - vehicles: Position the connector at the same height as the terminal.
MY 2001 - vehicles: Install the new service cable harness and clip in the mounting on the dashboard bracket.
Remove both of the cable terminals from the SRS control module connector, see method C: Removing and installing the service cable harness from
the connector to the supplemental restraint system control module (SRS).
Note the colors and positions of the cables. Position the cable terminals of the new service cable harness in the control module connector in the
same position as the old cable terminals were removed as illustrated. See method C.
Caution!
Ensure that the colored cables are reinstalled in the same positions.
Secure the cable harness using tape and tie straps as illustrated.
Note!
Ensure that there is no tension in the cables. Ensure that the cables are not trapped or in contact with moving components or sharp objects.
Connecting the cable harness and installing removed components 4
Reconnect the connector for the airbag. Check the connection by gently pulling the cable.
Pull the old cables as far out from the cable harness casing as possible. Cut off the cables as close to the casing as possible.
Press the cut-off cables into the casing without damage or sticking other parts. Tape if necessary.
Install the:
- panel on the right-hand side of the center console
- center console locker and/or the radio
- connector to the SRS control module
- rear center console.
Carry out a final check according to method E.
B2: Replacing the cable harness between the SRS control module and the driver's airbag, service cable harness 2 (a section of a cable may not be
repaired)
Disconnecting the cable harness from the contact reel 5
Remove the:
- driver's side sound proofing panel
- side panel
- steering column covers
- lever for the windshield wipers.
Disconnect the connector via the contact reel on the steering column and slide it downwards between the housings.
Position the new cable harness on the floor and under the console as far along the old cable harnesses towards the connector for the contact reel as
possible.
Removing the cable for the horn, (affects model year 2001-) 6
Remove the green/black (GN/SB) cable by pressing down the locking tab (see illustration) using terminal removal tool 951 2636 on the cable
terminal while pulling the cable out of the connector at the same time.
Note!
The green/black (GN/SB) cable must not be cut off.
Connecting the cable for the horn, (affects model year 2001-) 7
Open the secondary lock from the connector on the new cable harness by moving it upwards.
Install the green/black (GN/SB) cable in terminal 6 in the new connector. Gently pull the cable to ensure that it is secured. Close the secondary
lock.
Pull the old cables as far out from the cable harness casing as possible. Cut off all the cables except for the green/black (GN/SB) as close to the
casing as possible.
Connecting the cable harness to the contact reel and the SRS 8
control module
Insert the cable harness between the housings and connect the connector to the contact reel.
Remove both the cables from the control module connector See method C, step 4 or 5. Note the color and position.
Install the cables from the new cable harness in the control module connector in the same positions from which the old cables were removed. See
method C.
Securing the cable harness and installing removed components 9
Note!
Ensure that there is no tension at the cables. Ensure that the cables are not trapped or in contact with moving components or sharp objects.
Install the:
- lever for the windshield wipers
- steering column covers
- sound proofing panel
- side panel
- connector to the SRS Control module
B3: Replacing the cable harness between the Supplemental Restraint System Control Module (SRS) and the side airbag on the driver or passenger
side, service cable harness 3 or 4.
Replacing the cable harness 10
Remove the:
- front seat, see VADIS.

Fold the carpet out of the way at the rear (if needed remove sill trim panel).
Route the new cable harness under the bracket alongside the existing cable harness as illustrated.
Remove both the cables from the control module connector. See method C, step 4 or 5. Note the colors and positions.
method C.
Caution!
Note!
Secure unused wiring so that it will not be damaged.
Pull the old cables as far out from the cable harness casing as possible. Cut off the cables as close to the casing as possible.
Press the cut-off cables into the casing without damage or other parts. Tape if necessary.
Fold the carpet back into position.

Install the:
- seat, see VADIS
B4: Replacing the cable harness between the Supplemental Restraint System control module (SRS) and the side impact sensor on the B-post,
service cable harness 3 or 4
Replacing the cable 11
Remove the:
- front seats, see VADIS
- front and rear sill trim panels
- lower panel at the B-post
- insulation at the B-post.
Fold the carpet out of the way at the rear.
Disconnect the connector from the side impact sensor (do not bend the securing clip to far).
Route the new cable harness under the bracket alongside the existing cable harness as illustrated.
method C.
Caution!
Route the cable harness along the existing cable harness. Secure the cable harness using tape and tie straps as illustrated.
Note!
Connect the connector to the side impact sensor. Secure unused wiring so that it will not be damaged. Pull the old cables as far out from the cable
harness casing as possible. Cut off the cables as close to the casing as possible.
Install the:
- insulation panel at B-post
- B-post panel
- sill trim panels
- seats, see VADIS
B5: Replacing the cable harness between the Supplemental Restraint System control module (SRS) and the pre-tensioner at the B-post, service
cable harness 3 or 4
Remove the:
- seat, see VADIS
- front and rear sill trim panels

- lower panel at the B-post
- insulation panel at the B-post.
Fold the carpet out of the way at the rear.
Disconnect the connector from the pre-tensioner Route the new cable harness under the bracket alongside the existing cable harness as illustrated.
method C.
Caution!
Note!
Connect the connector to the pre-tensioner. Insert the cable into the cable duct and secure it to the existing cable harness.
Secure unused wiring so that it will not be damaged. Pull the old cables as far out from the cable harness casing as possible. Cut off the cables as
close to the casing as possible.
Install the:
- insulation panel at the B-post
- B-post panel
- sill trim panels
- seat, see VADIS
B6: Replacing the cable harness between the Supplemental Restraint System control module (SRS) and the side impact sensor on the C-post,
service cable harness 5 or 6
Remove the:
- complete rear seat
- side cushion for the backrest
- rear sill trim panels
- side impact sensor
Disconnect the connector from the side impact sensor.
Route the new cable harness under the rear floor carpet, along and under the center console towards the Supplemental Restraint System control
module (SRS). Guide the cable harness around the seat fixating bolt as illustrated. Lift up the floor carpet.
method C.
Caution!
Route the cable harness along the existing cable harness. Secure the cable harness using tape and tie straps as illustrated, deep in the rear corner.
Install the side impact sensor, tighten to 10 Nm.
Note!
Press the cut-off cables into the casing without damage or sticking other parts Tape if necessary.
Install the:
- carpet back into position
- rear seat
- sill trim panels
- center console.
B7: Replacing the cable harness between the Supplemental Restraint System control module (SRS) and the inflatable curtain, service cable harness
5 or 6 (applies to V40)
Remove the:

- rear sill trim panels, left and rear
- D-post panel
- panel in the cargo compartment.
Detach the headlining at the rear edge by removing the clips at the side and in the center. See VADIS.
Disconnect the connector from the side impact sensor by pressing in the catches using circlip pliers.
Note!
Do not bend the headlining.
Route the new cable harness under the rear floor carpet, along and under the center console bracket towards the Supplemental Restraint System
control module (SRS). Guide the cable harness around the seat fixating bolt as illustrated. Lift up the floor carpet.
Remove the insulation block in the cargo compartment. Route the cable harness along the existing cable harness towards the inflatable curtain.
method C.
Caution!
Connect the connector to the inflatable curtain.

Route the cable harness along the existing cable harness. Secure the cable harness using tape and tie straps as illustrated, deep in the rear corner.
Note!
Place the carpet back into position
Install the:
- headlining in position
- insulation block
- panels in the cargo compartment
- panel on the D-post
- rear seat
- side cushion backrest
- sill trim panels
- center console.
B8: Replacing the cable harness between the Supplemental Restraint System control module (SRS) and the inflatable curtain, service cable harness
5 or 6 (applies to S40)
Remove the:
- rear sill trim panels, left and right
- C-post panel.
Disconnect the control module connector from the inflatable curtain by pressing in the catches using circlip pliers.
Route the new cable harness under the rear floor carpet, along under the center console bracket towards the Supplemental Restraint System control
module (SRS). Guide the cable harness around the seat fixating bolt. Lift up the carpet.
Route the cable harness from the side impact sensor along the aerial cable to the inflatable curtain.
method C.
Caution!
Connect the connector to the inflatable curtain.
Note!
Place the carpet back into position.
Install the:
- C-post panel
- rear seat
- sill trim panels.
C. Repl. Termin. In the Connector For the (SRS) Control Module

C: Removing and installing the service cable harness from the connector to the supplemental restraint system control module (SRS)
Removing the SRS control module connector

First press in the catch (A). Then fold the lock (B) forward. Remove the connector.
Disassembling the connector 2
Partially remove the insulation tape from the connector and cable harness.
Slide the locking tab (C) out.
Pull the cable harness and connector out of the housing.
Checking the connectors and terminals 3
Check whether the openings in the connectors are damaged. The holes must be square. If one or more opening is deformed, the cable terminals
must be checked more closely. To remove cable terminals, see method C step 6.
Check if the cable terminals are damaged. Compare all visible cable terminals. If one or more cable terminals look damaged, the entire cable
harness must be replaced. See method B and/or D.
Connection overview, affects MY 2000 4

Connection overview, affects MY 2001- 5
Removing the cable terminals from the connectors 6
Note!
To avoid mixing up the cables, remove one cable at a time.
Note the position and color of the cable terminals for the connections being replaced.
Use terminal removal tool 951 2638 to extract the cable terminals.
Narrow connector: Remove the cable terminal by first pressing in the lock (A) and then pulling the cable slightly. Then press in the lock (B) and
pull out the cable.
Wide connector (2001-): Disassemble the connector by sliding the halves apart. This is necessary to be able to remove the cable terminals.
Installing new cable terminals in the connectors 7
Use the cables in the service cable harness which are the same color as the cables being replaced. Position the cable terminals in the connector in
the same terminals that they were in prior to removal.
Place the terminal in the right position in the housing, see illustration.
Check that the cable terminals are secure by pulling the cable gently.
Slide the connectors together, (applies to MY 2001-). Pull the old cables as far out from the cable harness casing as possible. Cut off the cables as
Press the cables into the casing without damage or sticking other parts.
Assembling the connector 8

Check that the terminal pins on the supplemental restraint system control module (SRS) are undamaged. These must not be damaged or bent.
Slide the connector into the housing. Slide the locking tab (A) into place.
Replace the insulation and add extra tape to secure the cable harness to the housing.
Caution!
Do not connect the connector to the SRS control module.
D. Repairing SRS Wiring

General 1
Note!
If physical damage is discovered in the wiring for the driver and/or passenger airbag circuits, the complete wiring harness (from the SRS Unit to
the airbag) containing the damage must be replaced.
Except for the driver and passenger airbag wiring, it is possible to replace only the damaged portion of the cable instead of installing the entire
service cable harness for Supplemental Restraint System (SRS) wiring or to the connector for one of the SRS components and the SRS control
module.
Caution!
If a connection to an air-bag or pretensioner is repaired, the air-bag has to be disconnected before starting the wire repair
Note!
The damaged part must always be replaced including the nearest connector. Do not repair between the connections.
Joining cables using splicing sleeve 2
Cut off the damaged section of the SRS cable.
Note!
There should never be two splicing sleeves on the same wire.
Use a new pair of service cables that have the same colors as the cables that were removed.
Cut off the same amount from the service cable harness and connect it as described below.
The splicing sleeves must always be positioned so that they are offset in relation to each other.
Note!
A maximum of 100 mm (A) of the cable can be untwisted at the joint.
Stripping the cables 3

Remove approximately 5 mm of insulation from the ends of the cable. Use cable stripping tool 951 2620. Twist the ends of the cables.
Crimping the splicing sleeve 4
Caution!
Join the cables with matching colors in the splicing sleeve.
Position splicing sleeve P/N 951 2783 in crimping tool 951 2785 in the green opening. Press the splicing sleeve together with the cables inserted.
Shrinking the splice sleeve 5
Use hot air gun 9512850 and nozzle 9512779. Set the hot air gun to flow 2 and set the temperature between 2 and 3 (69 ° C).
Be sure to protect the surrounding components from heat. Position the splice sleeve in nozzle 9512779 and heat the joint so that the adhesive melts
and begins to emerge from each end.
E. Final Check
E. Final Check
Checking function 1
Switch on the ignition.
Caution!
Ensure that nobody is in the car when the battery is connected.
Enter the anti-theft radio code.
Set the clock.
Reading and erasing diagnostic trouble codes (DTCs) 2
Read out and erase any diagnostic trouble codes (DTCs). Switch of the ignition.
Turn the ignition to position II and check that the SRS control lamps goes out after a few seconds.
Fuel System - Quick Release Connector

850, S70/V70/C70, S90/V90, S40/V40, S60, S80
1993-
Section
2
Group
23
No.
0052
Year
00
Month
11
Reference:
This Service Bulletin replaces the previous Service Bulletin 230052 from October 2000, which should be discarded.
Connecting the Quick release connector, updated method
Background
This Service Bulletin describes an updated method for connecting the quick-release connectors in the fuel injection system.
Material
Connecting the quick-release connector, updated method
Quick-release connector, fuel system

There are a number of quick-release connectors on the fuel injection system the fuel tank, the fuel filter and the intake manifold. In addition, a
quick-release connector can be found on certain cars at the rear edge of the sub-frame.
These quick-release connectors are of differing designs and are taken apart in different ways. For certain quick-release connectors special tools are
required.
All quick-release connectors have O-rings as seals
Lubricating when connecting quick-release connectors
The quick-release connectors in the marked area (arrow in the illustration) on the fuel line must be lubricated using lubricant p/n 1161580 before
connection.
Note!
Engine oil (mineral oil) may also be used. Do not use synthetic engine oil.
Checking that connection is secure
Check that the quick-release connector has locked. Try pulling the connector apart by hand firmly using approximately 10-20 lb of force.
Ensure that there is some ploy in the connector. Press the connector together and pull the connector apart.
The illustration displays an example of the connection.

Steering/Suspension - Vehicle Pulls Left or Right

NO: 60-07
DATE: 8-29-2003
MODEL: S40 V40
M. YEAR: 2000, 2001, 2002, 2003, 2004
CHASSIS: 415000-
SUBJECT: Front End Pulls Left or Right (Camber Adjustment)
REFERENCE: VADIS
DESCRIPTION:
If a front-end pull exists it is now possible to adjust the front camber using camber kit PN 30630515.
SERVICE:
Follow the procedure listed below only after all of the normal fault tracing has been completed.
Installing adjustable camber bolts to restrict pulling to the left or right.
General 1.
First - check the following steps before installing the adjustable camber bolts.
1) Road test the car to verity the complaint.
2) Check the air pressures in all the tires.
3) The tires should all be in good condition with even wear patterns.
4) Check front and rear suspension for wear.
5) Pulling problems can also be caused by the power steering or brakes.
6) Check the four-wheel alignment always start at the rear (see wheel alignment specifications).
Install the adjustable camber kit only after the steps listed above have been ruled out as a fault.
Use adjustable camber bolts service kit

P/N 30630515
Car pulls to one side during driving. 2.

- Install and calibrate the alignment equipment according to the user manual.
Note! Always use four wheel alignment equipment.
- Raise the car.
Preparations.
- Remove the upper shock bolt (A) from both sides.

Installing the adjustable camber bolts on both sides.
- Install the bolt (B) from the service kit (the direction of the thread pointing forward in the car) on both sides.
- Install spacer 8-mm (C) and new flange lock nut (D) on both sides. Hand-tighten connection.
- Loosen the lower bolt connection (E) from the left and right front shock absorbers.
- If the car pulls to the RIGHT during driving see step 3.
- If the car pulls to the LEFT during driving
Car pulls to the right during driving. 3.
- Before tightening the shock absorber connections on the RH side PUSH the upper side of the wheel to the inside so that the camber value is
- Before tightening the shock absorber connection on the LH side PULL the upper side of the wheel to the outside so that the camber value is
(0.66°) more positive than the RH side.
- If the car pulls to the left during driving lower the permitted camber value on the LH side.
Car pulls to the left during driving. 4.
- Before tightening the shock absorber connections on the LH side PUSH the upper side of the wheel to the inside so that the camber value is

- Before tightening the shock absorber connection on the RH side PULL the upper side of the wheel to the outside so that the camber value is
(0.660) more positive than the LH side.
Torque the shock bolts to 67 ft. lbs. (90 Nm).
- If the car pulls to the right during driving lower the permitted camber value on the RH side.
Warranty Claim InformationTechnical Service Bulletin # 881A Date: 000701
Seat Belt - Extensions

GROUP:
88
NO:
1A
ISSUING DEPARTMENT:
Parts Support
CAR MARKET:
U.S. and Canada
DATE:
July 2000
TITLE:
SEAT BELT EXTENDER
200, 700/900, 850, S/V/C70, S/V90, S80, S/V40
Supersedes: SMB 88-1A, Jan. 2000
A front seat belt extender is available for owners who require one.
Seat Belt Extender forms must be faxed to Parts Support. In the U.S., fax to (201) 784-4551. In Canada, fax to (416) 493-8754. The original signed
order form should be kept in the retailer's file.
WARNING:
Seat belt extenders MUST NOT BE USED FOR THE REAR SEATS.
NOTE:
This is not a comfort item. It is intended only for persons who are physically unable to use the standard seat belt assembly. The extender is
strictly for use by these persons only, and can be ordered only by using the special ordering form attached.
Before ordering, please be certain that all seat adjustment possibilities have been considered. Also check for proper operation of the retractor and
latch before and after installing the extender.
Three seat belt and extender combinations are available.
APPLICATION:
240
From 1975 MY to 1987 MY (244 chassis No. ->257599, chassis No. ->750769), use Extender Type A. NOTICE: Seatbelt and catch must be
changed to:
240
From MY 1987 and up (244 chassis No.257600->, 245 chassis No. 750770->), use Extender Type A.
740/760
From 1983 MY to 1990 MY, (744 chassis No.-> 396999, 745 chassis No.-> 242699, 764 chassis No.->76899 and 765 chassis No.-> 31199) use
Extender Type A or B. (see part number below).
NOTE:
If the car has a single-retractor belt, a dual-retractor seat belt system must be installed according to instructions found on page 338 of Service
Manual TP 31127/1; Body, Interior, Climate.
From 1990 MY (744, Chassis No.397000->, 745 Chassis No.242700->, 764 Chassis No. 76900->, 765 Chassis No. 31200->)and up, use Type D.
780
From 1987 MY, up to and including part of 1990 MY (780 Chassis No.-> 9964), use Extender Type A.
From part of 1990 MY (780 Chassis No.9965->) and up, use Extender Type D.
900
850
Note: For MY93 850 cars with Chassis Nos. below 44448, where an extender is needed, belt catches must be changed. Pivot type catch P/N
9136184 (driver's side) and P/N 9136185 (passenger's side) must always be used in combination with the extender. New catches will be provided
with the extender if the Chassis No. is below 44448.
S/V40, S/V/C70, S/V90, S80

Extender Type A can be used in conjunction with the seat belts shown.
Extender Type B can be used in conjunction with the belts shown.
Extender Type D can be used in conjunction with the seat belts shown.
Extender Type D can also be used in conjunction with all front seat belts in the following models: S/V/C7O, S80, S/V90
Seat Belt P/N Labeling:
Part numbers of seat belts are on labels sewn onto the belt webbing (see illustration). At the time of installation, the retailer is responsible for testing
the extender in the customer's vehicle to be sure that the correct extender/seat belt combination is used.
ORDERING PROCEDURES:
1. The retailer should complete the attached order form and secure the customer's signature, then FAX the form to Parts Support. Hand or mail a
photocopy of the completed form to the customer. You must retain the original form for the retailer file for legal purposes.
Note:
No extenders will be shipped without a completed order form, properly signed by the customer.
2. Parts Support will enter the order, which will then be sent to the retailer on a "drop ship" basis from the distribution center.
SEAT BELT EXTENDER ORDER FORM
SEAT BELT EXTENDER SAFETY WARNINGS
NOTICE!
The Volvo front seat belt extender is intended for use only by persons who are physically unable to use the standard seat belt assembly. Even
when the seat belt extender is properly installed and in use, the vehicle's safety restraint system may provide the user with less protection than
when the standard seat belt assembly alone is used.
RULES FOR USE OF A VOLVO FRONT SEAT BELT EXTENDER
The Volvo front seat belt extender must be used only as described below:
^ The seat belt extender may be used only for the vehicle and seat for which the extender was purchased.
The extender is not designed to work in any other make or model of vehicle or with any other seat.
^ The seat belt extender may be used only by the intended user. Use by other persons may result in decreased protection to them in the event of a
collision.
^ The seat belt extender must not be used for rear seats. Extenders are not designed to work with rear seats or seat belts.
^ When the extender is installed, the intended user seated in that position must buckle his or her seat belt, whether required by local law or not.
^ When not in use by the intended user, the seat belt extender must be removed from the seat belt buckle.
SEAT BELTS, SEAT BELT EXTENDERS, AND THE VOLVO SUPPLEMENTAL SAFETY RESTRAINT SYSTEM
From model year 1998 and up, the Volvo Supplemental Safety Restraint System (SRS) uses a two-threshold airbag deployment system that relies
upon information provided by sensors linked to the front seat belt buckles. These sensors tell the SRS whether or not the seat belt is buckled. In a
frontal collision, the airbag of an unbuckled seat position may deploy even if the airbag of a buckled seat position does not.
If either a seat belt or seat belt extender tab is inserted into the the seat belt buckle, the SRS will believe that a seat belt is in proper use. Therefore,
in a frontal collision, if the extender is installed and the seat belt is not properly used, the affected airbag may not deploy or may not deploy with
appropriate force!
VOLVO STRONGLY URGES YOU AND ALL ADULT OCCUPANTS OF YOUR CAR TO PROPERLY WEAR SEAT BELTS AND TO
ENSURE THAT CHILDREN ARE PROPERLY RESTRAINED IN THE REAR SEAT.
Air Bag System - System Life Expectancy

No: 88-41
DATE: 7-12-2006
MODEL:
All Models with Supplemental Restraint System (SRS)
MODEL YEAR:
All Model Years with Supplemental Restraint System (SRS)
SUBJECT:
Extended Supplemental Restraint System (SRS) Lifetime
REFERENCE: SMB 88-0017
DESCRIPTION:
BACKGROUND:
Based on testing and experience since the 1980's, Volvo has extended the lifetime of the Supplemental Restraint System (SRS) components to be
the same as the lifetime of the car.
This lifetime extension supersedes all previous publications concerning Supplemental Restraint System (SRS) component lifetime. Periodic
inspections and servicing of the Supplemental Restraint System (SRS) components, based solely on the age of the vehicle, are no longer required.
The lifetime extension applies to all pyrotechnic components in vehicles equipped with Supplemental Restraint System (SRS):
^ Driver airbag module
^ Passenger airbag module
^ Seat belts with pyrotechnic seat belt pretensioners
^ SIPS (Side Impact Protection System) airbag module
^ IC (Inflatable Curtain) airbag module
^ Adaptive Steering Column (ASC)
^ Adaptive Load Limiter (ADLL)
Note:
Equipment is different for different car models.
SERVICE:
Note!
If the vehicle has been involved in a collision, regardless of crash severity, or if the SRS warning lamp is lit, immediately contact an authorized
Volvo dealer for further action and inspection.
TEMPORARY SOLUTION:
For customers who want to make an appointment for an inspection, explain the situation using this Tech Net Note.
For customers who still want to have an inspection, carry out the inspection and remove the SRS Airbag Service Decal from the vehicle according
to the SRS Airbag Service Decal Removal Instruction below. Explain that no further inspection is necessary.
In case replacement of components is required, remove the SRS Airbag Service Decal from the vehicle according to the SRS Airbag Service Decal
Removal Instruction below and explain that no further inspection is necessary after the replacement.
FINAL SOLUTION:
VIDA will be updated with information about the service life of pyrotechnic components on a running basis. All vehicles equipped with
Supplemental Restraint System (SRS) are affected.
Path for general information in VIDA:
Information / Repair / General information / 8 Body and interior / 88 Interior equipment / General / Service life pyrotechnic components
VIDA will be updated regarding Supplemental Restraint System (SRS) components in the service programs on a running basis. All vehicles
equipped with Supplemental Restraint System (SRS) are affected.
Path for service and maintenance in VIDA:
Information / Repair / 1 Service programs / 17 Standard parts, service and maintenance material / Service and maintenance / Maintenance service /
Service program A + B
VIDA will be updated regarding repair methods from MY 2007 onward.
Path for repair methods in VIDA:
Information / Repair / Removal, replacement and installation / 8 Body and interior / 88 Interior equipment / Seat belts and other retention systems
Note!
From MY 2007, the SRS Airbag Service Decal on the B or C pillar will no longer be fitted at Volvo (concerns all models/variants).
SRS Airbag Service Decal Removal Instruction
General
Note!
Since the illustrations are used for different model years and/or model variants, there may be certain deviations. However, the essential
information in the illustrations is always correct.
The SRS Airbag Service Decal is found on either the B or the C pillar, depending on model/variant.
Removal
Warm the SRS Airbag Service Decal carefully using a hot air gun.
Scrape up a corner using a plastic scraper and pull off the SRS Airbag Service Decal.
Cleaning
Clean the area using a mixture of 50% isopropanol and 50% water.
Engine Controls - Engine Management Software Usage

NO: 20-04
DATE: 1-22-2007
MODEL: C70, V70, S70, S60, S80, XC90, XC70, S40 (All new), V50, C30.
M. YEAR: 1999-
SUBJECT: Engine Management Software Usage
REFERENCE: VIDA
This TNN supersedes the previous TNN 20-04 dated 9-22-2003, please update your files
Description
In 2003 VADIS migrated from the PIE1 software ordering system to the PIE 2 software ordering system. Subsequently VIDA has replaced VADIS
as the workshop diagnostic tool and information center, and has continued to use the PIE 2 software ordering system.
Service information that pre dated the migration to PIE 2 (e.g. TNN's, Service Bulletins), still refer to software ordering in the PIE 1 environment
using software part numbers and Function ID's (FID). Where older service information indicates that a software upgrade should be performed for
an engine management control unit (e.g. ECM, ETM), the PIE 2 software product number for that nodes software upgrade should be ordered. PIE 1
part numbers and function ID's will not be recognized by VIDA.
One software product number will be used for each control unit across all variants in a product platform. E.g. ECM upgrade for S60, S80, XC70
2001-, V70 2001- all share the same SW product number, 30677021, as they are all on the P2 platform.
Software product numbers for engine management upgrades:
C70 ECM 30677000 1999-2004

C70 ETM 30677001 1999-2002
X70 ECM 30677005

X70 ETM 30677007
P1 ECM 30668282
P2 ECM 30677021
P2 ETM 30677023 1999-2001/2
P3 ECM 30785201
An ECM/ETM upgrade is not an incremental upgrade to part of the control modules software, or to only parts of the control module memory, but a
complete replacement of the control modules operating software. A confirmed download of an upgrade assures that all of the latest software for the
specified control module has been delivered to the vehicle.
If a customer's vehicle required more than one service specifying an upgrade to the ECM or any other control module in the vehicle, the software
download of an upgrade would only need to be done once, as an upgrade contains ALL changes or enhancements that were in prior software
versions.
A "Reload" software product should only be used when installing a brand new control module in a vehicle, and at the direction of the Volvo
Technical Hotline, or a Volvo Field Technical Specialist.Technical Service Bulletin # TNN39-58 Date: 070214
DVD Player - Won't Accept/Eject DVD's/Inoperable

NO: 39-58
DATE: 02-14-2007
MODEL: All with Factory Equipped RSE (Rear Seat Entertainment Systems)
SUBJECT:
Multiple discs inserted into RSE DVD player
REFERENCE:
VIDA fault tracing information
DESCRIPTION:
Customers may report that their RSE Rear Seat Entertainment DVD Player will not accept DVDs (DVD player will not allow DVD discs to be
inserted; DVD Player is inoperable or will not eject the DVD disc).
One possibility for this condition is that there may be 2 or more discs inserted into the DVD player. If multiple discs are found in the DVD player
please do not submit the unit for warranty. If a DVD player is returned for warranty with 2 discs inside, the claim and part will be denied.
Refer to the illustration for a method to remove stuck multiple discs with customer approval.
Note:
Any DVD Players returned to TMA disassembled or tampered with, will not be covered under warranty.
This TNN describes the method to inspect the DVD player for multiple disc insertion.
It is not necessary to remove the DVD player for inspection.
Carefully spread the protective dust cover apart using a hemostat or similar tool as described in this procedure. Be careful not to scratch the unit or
damage the opening of the DVD Player or damage the customer's DVDs inside the unit.
DO NOT ATTEMPT TO REMOVE THE DISCS WITH THE TOOL ABOVE. THE DVD PLAYER AND THE DISCS WILL BE DAMAGED
If there is one DVD stuck inside the unit and you were not able to eject the discs using the player's external control buttons, leave the disc in the
unit and return the DVD Player to TMA under the normal warranty return program. Disc will be removed and returned to the Retailer.
The procedure below describes the method to remove the stuck DVDs from the player that has had multiple disc insertion if the customer so
decides.
Note:
If you decide to remove the stuck Discs, please follow the procedure below. (DVD player must be removed to perform this operation)
Important:
Once the unit is opened it is no longer covered under warranty and will be denied if submitted. Please advise your customer of this before
proceeding. Volvo Cars of North America assumes no responsibility for damage to the player or discs if this method is used.
^ Carefully Insert pick as shown (without scratching the disc surface) below the spindle.
^ Gently lift up on the discs close the center hole so they will clear the spindle.
^ Grip the discs with your fingers and pull back to remove from player.
Return Discs to customers.

Tires - Pressure Requirements/Recommendations

NO: 77-18
DATE: 5-15-2007
MODEL:
All
MODEL YEAR:
All
SUBJECT:
Tire Pressures, Requirements and Recommendations
REFERENCE:
VIDA, SMB 17-006, owners' manuals
Description
Tire pressure is a critical element of vehicle performance. Correct tire pressure is important for:
^ achieving good fuel economy
^ achieving optimum comfort and good driving characteristics
^ helping to prevent flat-spotted tires due to low tire pressures
As stated in the Model Year 2007 owners' manuals:
^ Under-inflation is the most common cause of tire failure and may result in severe tire cracking, tread separation, or 'blow-out,' with unexpected
loss of vehicle control and increased risk of injury.
^ Under-inflated tires reduce the load carrying capacity of your vehicle.
Over-inflation is also undesirable. Over-inflated tires can be stiff and unyielding, and will cause the vehicle to ride more harshly and loudly.
Under-inflation or over-inflation may cause uneven treadwear patterns.
There are many opportunities for the Volvo retailer to check and maintain proper tire pressure, from new vehicle storage, to delivery, through the
service life of the vehicle. This TNN is designed to summarize and highlight Volvo's requirements and recommendations regarding tire pressures.
Service
GENERAL:
Tire pressures should always be checked cold. Tires are considered to be cold when they have the same temperature as the surrounding (ambient)
air. This temperature is normally reached after the vehicle has been parked for at least 3 hours.
After driving a distance of approximately 1 mile (1.6 km), tires are considered to be hot.
When the weather temperature changes, tire inflation pressures also change. A 10-degree F (5-degree C) temperature drop causes a corresponding
drop of 1 psi (7 kPa) in inflation pressure.
TRANSPORT PRESSURE:
All new Volvo vehicles are delivered from the port to the retail facility with tires at 'transport pressure', which is 43 psi (300 kPa). As indicated in
Service Manager Bulletin 17-006, Retail Car Delivery Process, Stock Maintenance checks require that tire pressure be checked every 60 days, and
be maintained at 43 psi (300 kPa). This is also true for vehicles on static display, such as the showroom or outside display areas. This transport
pressure must be maintained until just before retail delivery.
Note!
Failure to maintain transport pressure in tires may result in tire damage not covered by the tire manufacturer's warranty.
CPS (CUSTOMER PREPARATION SERVICE):
SMB 17-006 also gives detailed information regarding operations to conduct during the CPS (Customer Preparation Service).
Note!
CPS should only be completed just prior to actual retail delivery of the vehicle to the customer.
Model Year 2007 U.S. specification vehicles have only one recommended tire pressure. This is the case whether the vehicle is equipped with a Tire
Pressure Monitoring System (TPMS) or not. It is critical during CPS (and whenever tire pressures are checked and set) that all 4 tires be set exactly
to the tire pressure indicated on the tire pressure label. This will assure that the customer has the best combination of ride, handling, and tire life.
Canadian specification vehicles continue to use labels with both a cold tire pressure and an optional tire pressure.
In all cases:
Use the recommended cold inflation pressure for optimum tire performance and wear.
NITROGEN:
There have been reports in the industry regarding the use of nitrogen for inflating tires. Volvo's position is that nitrogen is not required when
servicing tires. While it is not harmful to use, it is also not necessary. This is true even for vehicles with TPMS.
CALIBRATION OF TIRE PRESSURE MEASURING EQUIPMENT:
VIDA can be used to check a vehicle's tire pressures.
This is the path in VIDA to follow:
Diagnostics > Vehicle communication > UEM> Advanced > Quick Test
As the tire pressure displayed in VIDA is extremely accurate, this display can be used to 'calibrate' tire pressure measuring equipment in the service
workshop. Compare the VIDA reading with a tire pressure gauge, and compensate accordingly.
TPMS (TIRE PRESSURE MONITORING SYSTEM):
TPMS (Tire Pressure Monitoring System) was optional on certain Model Year 2005 and 2006 vehicles fitted with SST (self-supporting tires).
TPMS is standard equipment on all U.S. specification Model Year 2007 S60 (except S60R), V70 (except V70R), XC70, XC90, and S80 vehicles. It
is planned to be standard equipment on 100% of the U.S. specification Model Year 2008 vehicles. TPMS is optional on Model Year 2007 Canadian
specification vehicles.
The system must be regarded as a driver aid to maintain the correct tire pressure. TPMS does not take the place of good vehicle maintenance which
requires that tire pressure be checked on a regular basis. The owners' manual recommends to the owner that tire pressures be checked monthly.
When inflating the tire with air, you must, as much as possible, ensure that the tires are at same temperature as the outside temperature. When
inflating with air, the tires must be filled to the pressure stated on the decal located on the car body. These pressures MUST be followed.
Antitheft - Immobilizer Lamp ON/DTC 321 Set

NO: 36-58
DATE: 5-1-2007
MODEL:
S40, V40
MODEL YEAR:
2000-2004
SUBJECT:
Immobilizer Warning Lamp Lit or Flashing, IMMO-DTC 321
REFERENCE:
VIDA
DESCRIPTION:
In S40 and V40 cars, the Immobilizer warning lamp may be lit after a successful cold start.
After a restart, or after switching ignition off and on, the warning lamp is not lit any more.
While the warning lamp is lit (engine is still running), Immobilizer Diagnostic Trouble Code IMMO-DTC 321 is stored. This DTC indicates a
communication problem between IMMO-ECU and ECM (Engine Control Module). When the warning lamp is not lit, there are no IMMO or ECM
DTCs stored.
The customer may also experience intermittent no crank (starter motor not activated) and flashing Immobilizer warning lamp in the DIM. In most
cases the engine will crank normally if the ignition is switched off and a new start attempt is made. In a few cases, several start attempts are needed
to get the engine running.
SERVICE:
Install service harness P/N 30652280 according to the method below.
1. Required parts. Refer to Photo 1.
2. Remove driver side dashboard sound proofing.
Refer to VIDA.
3. Remove steering column covers.
Refer to VIDA.
4. Remove connector from starter switch.
Refer to Photo 2.
^ Push the white plastic connector unlocking latch at the rear side of the connector.
^ While pushing the unlocking latch, pull connector E from the starter switch.
5. Install relay
Refer to Photo 1.
Install the relay (P/N 3472210) in relay socket D of the service harness.
6. Install service harness

Refer to Photo 3.
^ Install connector A from the service harness to connector E (that was removed from the starter switch).
^ Install connector B from the service harness to the starter switch.
^ Place the service harness in its mounting position and fasten it with the two cable ties to the existing harness. Make sure the routing
avoids potential chafing of the harness.
^ Remove one of the Junction Box upper fixation nuts, and install ground terminal C on the threaded stud. Tightening torque of the fixation
nut 4.5 Nm (3.3 lb-ft).
^ Check the resistance to ground through terminal C with an ohmmeter. The resistance shall be less than 1 Ohms.
7. Test function
^ Switch ignition on.
^ The relay located in relay socket D must switch on with ignition on.
^ Crank engine; engine must start.
^ Check if Immobilizer warning lamp switches off.
^ Switch ignition off; relay located in relay socket D must switch off.
8. Re-install steering column covers
Refer to VIDA.
9. Install driver side dashboard soundproofing
Refer to VIDA.
The wiring diagram after installation of the service harness is shown.

Computers/Controls - CEM Recovery after SWDL Interrupt

NO: 37-39
DATE: 03-23-2007
MODEL: All S40 / V50 / C70 / C30 (Pix)
SUBJECT:
CEM Recovery after SWDL Interrupt
This Tech Note supersedes the previous 37-39 dated 3-21-07. Please update your files. Updates include changes to make sure the key position is
correct during the process
DESCRIPTION:
We have received reports where the software download (SWDL) has been interrupted and it is not possible to download the CEM (Central
Electronic Module). This can occur with the download of any software package.
SYMPTOM:
Software download is interrupted and CEM download failed message may be seen.
The CEM has two processors and if either of them is not in PHOG (program) mode the download will not be possible. This condition can occur
during any software download. CEM (40) is the low speed processor and CEM (50) is the high speed side. The method described in this TNN will
force both processors into PHOG mode. The steps must be followed exactly as stated.
REQUIRED EQUIPMENT:
External power supply for the VCT2000.
See below, or use Power supply from an Idle Panasonic Toughbook CF-29
Note; If a CF-29 toughbook is being used for this procedure, make sure it is not being used on battery power alone.
1. Info external power supply. Commercially available power supplies may be used if they meet the following requirements
Voltage: 12 Volt DC
Current: 1 Ampere minimum
Connector:
Outside diameter: 5.5 mm (Negative pole)
Inside diameter: 2.1 mm, (Positive pole)
2. How to connect the external power supply to the VCT2000

When VCT 2000 is properly connected to external power, the Green LED will be illuminated
RECOVERY METHOD (follow these steps exactly as stated)
As usual, the key shall be in position 2 anytime vehicle communication is taking place
1. Log out of VIDA and shut down the VIDA application.
2. Disconnect the battery charger. Disconnect the vehicle battery. VCT 2000 green LED should go out. (If the VCT is not de-powered in this
step, the recovery will fail)
3. Connect an external power supply to the VCT 2000 as described. VCT 2000 green LED should be lit.
4. Reconnect vehicle battery without the charger connected.
5. Start VIDA application and log in.
6. Choose Vehicle Profile tab and select the car from the list of last identified vehicles and press "OK". If the car is not in the list, manually
enter the VIN number and press "OK". The VIN number should now be seen in the Windows header (see arrow).
(The VIN number may not appear because one of the CEM microprocessors is not responding as a result of the SWDL failure. It is important
that the VIN is entered manually in this step or the recovery will fail)
7. Choose the Software tab and purchase CEM reload.
8. Select Advanced and Press "SEND PROC"

9. Choose ECU CEM (40) and read the hardware part number. Choose ECU CEM (50) and read hardware part number. Be aware of which side
of the CEM does not respond 40 or 50? (i.e. can the HW p/n be read?).
10. Disconnect the vehicle battery. Make sure the charger is not connected to the battery cables.
(The vehicle must not have power and the VCT 2000 must be powered with the external power supply during the next step or the recovery
attempt will fail)
11. Send "PROG" command.
12. Reconnect vehicle battery

(key must be in position "N" before the battery is re-connected)
13. Choose ECU CEM (40) and read hardware part number. Choose ECU CEM (50) and read hardware part number. If you can read the HW on
both CEM 40 and CEM 50 the CEM has been recovered and will be able to be loaded. Proceed to step 14.
Note;
If the Hardware cannot be read on either CEM 40 or CEM 50 repeat Steps 10 through 13 until you can read the HW part number on both CEM
40 and 50. If after several attempts, there is no response on either CEM 40 or CEM 50 the CEM will not be able to be loaded.
14. Install Battery Charger. Download CEM reload.
15. Download the original software package that was interrupted.
Computers/Controls - CANbus Network Information

NO: 37-22
DATE: 12/07/2001
MODEL: All Models 1998 -->
SUBJECT: CANbus Network Information
REFERENCE:
CHASSIS: N/A:
This Tech Notes supercedes the previous 37-22 dated 11/30/2001. Please update your files.
DESCRIPTION:
This Tech Net Note is an explanation of how the CAN network is set up and functioning, including network diagnostics. It also describes
conditions for DTCs to be set and some tips on how to fault trace the CANbus. CANbus errors are often complicated to fault-trace simply because
it is a distributed system and error codes may be or may not be set in multiple nodes.
This information is best used as background information to understand the CANbus or system diagnostics and to fault trace the CAN network, and
may not help to immediately find the root cause of a specific problem. This document will supplement the normal training material and it is
recommended for technicians who have completed and thoroughly understand the training on "Volvo Automotive Networks"
The structure of this document is: general information on what role the CEM plays in CANbus faults, then each of the major types of DTCs are
described. Each type of DTC has a description, explanatory picture, and some typical scenarios when it can be set.
SERVICE:
CEM diagnostic functionality
The CEM is the only node that truly monitors the voltage levels on the CANbus. Only the CEM can post the diagnostic trouble codes for CANbus
short-circuit to ground or 12V (e.g. DTC CEM-DF14), even though many nodes can post codes caused by the short circuit, e.g. E003 (this is a very
subtle, but important difference).
Note:
The fact that the CEM has more diagnostics for the CANbus faults does not mean that the CEM is the root cause of the fault! Do NOT replace
the CEM for CANbus failure unless there is a confirmed hardware internal error based on the fault tracing in VADIS and this TNN.
The CEM also has the functionality of detecting the absence of other nodes.
All nodes on the CANbus need to send and receive information. More specifically, all other nodes need to receive information from the CEM, and
the CEM needs to receive information from all other nodes. If a node does not receive information from the CEM, it will set the code DTC-E003,
and if the CEM does not receive information from a node it will post a code CEM-1A51 to CEM-1A64 for that node.
As an example, if the CCM does not receive information from CEM it will post DTC CCM-E003, and if the CEM does not receive information
from CCM it will post DTC CEM-1A55. Further, if the DDM does not receive information from CEM, it will post DDME003, and if the CEM
does not receive information from DDM it will post the code CEM-1A52.
If there is an open circuit on the CANbus, codes are thus posted in pairs, one in the CEM and one in the corresponding node. Note that this can
mean that the CEM posts a lot of codes reaching its maximum number of codes (10).
These codes will be explained in detail under sections DTC CEM-1A51 to CEM-1A64.
Fault-codes for CANbus errors
A list of different DTCs most related to CANbus errors can be found at the end of this TNN.
DTC CEM-DF03 to CEM-DF16.
The CEM is the only node that has diagnostic functions to detect short circuit to ground or short circuit to voltage (B+). This is done by monitoring
the electrical signal levels on the CANbus by an internal voltage measurement circuit in the CEM, and the DTCs CEM-DF03 to CEM-DF16 can be
set.
Note. There are separate codes for low speed and high speed network. DF03, DF04, DF05, DF06 refer to the low speed net work and DF13, DF14,
DF15, DF16 refer to the high speed network.
There is no strict electrical detection function for open circuit, but there will be a number of codes posted as a result of an open circuit.
DTCs CEM-DF03 to CEM-DF16 are the strongest evidence for a network fault, but the code does not locate the fault. Due to the detection criteria
for these codes, they can in rare cases also be posted when driving in very high electromagnetic field areas.
The detection for these codes is continuous. The detection time for a permanent fault can be up to 10 sec. CEM-DF03 to CEM-DF16 are posted
when the voltage on the CAN lines are more than 4.5V or less than 0.5V respectively. See graph below.
A typical scenario when these codes are set is a pinched CAN wire to either ground or pinched together with a 12V wire, see illustration below.
Different combinations of codes are possible, and the codes mentioned in the graph are only examples.
DTC CEM-1A51 to CEM-1A64.
The CEM expects a signal sent from every node on the network. The CEM will post a code for communication with control module, or "Node not
alive", if there is no communication from the concerned node for more than 10 seconds. See illustration.
Typically these codes come together with DTC E003 in the corresponding node. Depending on where the error occurs, there may be many
CEM-1A51 to CEM-1A64 codes posted at the same time and the CEM reaches maximum number of DTCs stored (10). In this case not all codes
will be represented even if the criteria for posting the code was met.
The codes will generally be posted when network is open-circuit, short-circuit, node is not powered, or if a node stops communicating to
the CEM for other reasons.
Combinations of CEM-1A51 to CEM-1A64 codes are very useful for locating open circuit faults, see "Multiple codes and extended diagnostic
(counters and Freeze Frames.)".
If there are intermittent CEM-1A51 to CEM-1A64 codes but not the corresponding E003 codes, first verify that, at the time of repair,
communication can be established with all nodes. Then look at the power supply for the nodes. The reason is that the node will of course not post
the E003 code if it lacked power when the intermittent fault occurred. The CEM however will post the CEM-1A5x code even if the other node
lacks power or has a CAN communication problem. See illustration below for an example.
Different combinations of codes are possible, and the codes mentioned in the illustration are only examples.
DTC E003 set in nodes other than CEM
The DTC E003 code is posted when the incorrect CAN Configuration ID is received during 5 sec after Power up. This means that the nodes do not
receive the data frame containing the correct master configuration ID from the CEM. Normally this is due to the CANbus has an open circuit or
other disturbance.
This code is intended to detect if the CEM has the wrong software, but is more common for a network/power error. Combinations of E003 codes
are useful to locate the fault, see section about multiple faults. However not all nodes set this code at the same fault time due to different power-on
conditions as e.g. X / 15 / 15I / 30 powered nodes.
An E003 can be the result if a node gets the wrong signal configuration downloaded to it or as a result of swapping a node from another
car. That is one of the reasons that swapping of nodes is prohibited.
If several or all nodes have E003 it can be a result of an incorrect signal configuration being downloaded to the CEM. In practice, this is
however not likely to happen, it is more commonly a physical CANbus fault.
X / 15I / 15 powered nodes detect the fault 5 second after the node is powered up (IGN ON).
The nodes compare their internal CAN configuration ID (SW version) with CAN configuration ID continuously sent out from CEM. If the CEM ID
is missing or not equal to the expected value at 5 sec after powered up, the E003 code is set. A wrong ID may come from swapping node between
vehicle types, but most often this code is due to signal missing completely.
A node that has battery (30) feed does not get that hardwired power up, but gets its information about ignition position via CAN bus. This means
that a 30 fed node will not post the E003 at that time if the error is permanent at power up. Instead it will be posted after an approximate 10 min
timeout.
NOTE:
This means that for a 30 fed node the code may or may not be posted, all depending on when the error occurred.
The typical scenario when this code is set is an open circuit in the CANbus, and often together with the CEM-1A51 to CEM-1A64 codes.
See the illustration under "CEM-DTC CEM-1A51 to CEM-1A64." above.
E000 and E001 DTCs set in any node (E000=HS-CAN / E001=LS-CAN).
E001 code is an error in the data communication. It can be due to any disturbance on the CANbus or if a node is not sending correct data. The
detection for these codes is continuous. It is originally designed to detect contact bouncing fault and corrupted message, but are also posted when
there is a short circuit between CAN H and CAN L or when there is communication on only one of the two CANbus wires. Detection time for a
permanent fault is within a few seconds.
Different combinations of codes are possible, and the codes mentioned in the illustration are only examples.
Other common causes for these DTCs is if a node is disconnected without first disconnecting the battery (Does not help if IGN key is out), or if
CAN-message is "weak" or disturbed. That can happen if only one of the two CAN wires is operational or if one of the two network resistors is
inoperative. Low speed network resistors are located in the UEM and REM. For the high speed network, the resistors are located in the ABS/BCM
and
ETM, except for Bosch EMS MY02 and later where the resistors are in BCM and ECM.
Special cases with permanent E000/E001 exist, e.g. if one node is transmitting with slightly wrong baud rate, or if the crystal in a node is
faulty.
Codes posted due to signal missing, quick detection of CANbus error
Some nodes, typically ECM, ETM, ABS and TCM, are checking each other's presence and are setting codes for absent signals. These codes are
driving condition dependent and often combinations of codes can be set which may confuse fault-tracing. When trying to duplicate the driving
condition / fault, it is not necessarily the same combination of codes that are set.
These are often more sensitive and are set more quickly than 1A51 - 1A64 or DF03 DF16 codes and can therefore be an indication that an
intermittent quick error condition has occurred on the CAN bus.
Below you will find a sample of codes that may or may not be set in case of a CAN intermittent failure:
ECM 928C (Bosch), 922A (Denso), only with running engine. The codes are for cruise control signal missing and indicate that the cruise control
signals were not received by ECM.
ECM 901A, 901E, 902A, 911A, 912A 913F for Bosch and 901A, 902A, 902B, 911A 912A, for Denso
SRS 00D6, Buckle signal timeout, indicate that the SRS have not received the buckle status from the CEM. (The buckle sensor is
hardwired to the CEM)
SRS 00D5 bulb status signal from DIM.
Pedal sensor signal discrepancy between hardwired signal and CAN signal:
See the illustration below for a rough picture of how signals may or may not involve several nodes.
Multiple codes and extended diagnostic (counters and freeze frames)
The detection time for CANbus error DTCs differ for different codes. This means that for a specific error condition there may be a number of DTCs
set in different nodes. Multiple codes in different systems can be confusing, but should be reviewed at the beginning of fault tracing to find a
common link between all the codes.
Now it is possible in VADIS to read off extended diagnostics, typically counters and freeze frames. This is valuable also for CANbus diagnostics
since it gives a possibility to determine which faults were posted at the same time. Remember that the counters are implemented in different ways in
different control units which may make a comparison of driving cycles between different nodes difficult.
When fault-tracing a vehicle with many intermittent E003 and CEM-1A51 to CEM-1A64 codes it is useful to identify which nodes are affected.
Print a copy of the "Data communication" wiring diagram in the appendix and write down all the DTCs and counters at each node. Analyze if there
is a pattern that can describe where the fault can be located e.g. if the codes are grouped at one end of the CANbus. That will give a good indication
where the fault is.
Limp home modes and characteristics of CAN faults
When a node does not receive any data frames from the CEM, it will enter a limp home mode. This mode may have different level of functionality
depending on node.
If the error has occurred after the startup of the nodes, the nodes will normally keep the last recorded values as limp home values. Exceptions do
exist though, e.g. fuel gauge for DIM.
For the Low speed network there are some distinct characteristics:
DIM: Since the DIM is a display of signals on the CANbus, it will quickly be visible if signals are missing. Depending on the filtering of signals
internally in DIM, the displayed information will disappear at slightly different times. Normally the gauges freeze for 10 seconds and then they go
to 0 and the DIM goes dark.
If only one node has disappeared, the DIM may give the first indication of that. An example is if the REM stops communicating, the first indication
would be that the fuel gauge goes to zero.
CCM: This module has to keep a certain functionality in the absence of CAN communication. It is also a very good indicator that the CAN
communication is lost, since it will light the diodes exactly ten seconds after ignition position 1 or 2 is chosen.
Other symptoms: if the AC-compressor is not cycling, except for the initial 1 sec activation controlled by ECM on power up, it can indicate a
communication problem in the chain CCM>CEM>ECM. An obvious symptom is also that fan is running for one to ten minutes when IGN key
turned off. This is due to that CCM is powered by Extended-X from CEM and it normally turns fan and other functionality off based on a CAN
command from CEM notifying ignition key out. If there is no CAN communication, the CCM will run
until the power is lost.
DDM: The DDM will operate the functions in the driver's door but not in other areas of the car such as window lifts for rear windows and door
locks for rear and passenger doors. Also the memory mirror will not work but it will be possible to maneuver the driver side mirror with the knob.
PSM: The seat memory functionality will not work. Stored seat and mirror locations will not function for the remote and seat memory.
UEM: Buckle up is displayed even when the seat belts are buckled if no communication from CEM to UEM. Also no remote function since there is
no communication UEM to CEM.
AUM: Audio has most functionality left, except e.g. steering wheel switches control.
PDM: Windows and locks will not operate from driver side switches.
REM: The fuel gauge does not function and the rear doors will not lock with the central lock button. Also Defroster and foldable headrests will be
inoperative.
SAS: No DSTC functionality
SWM: The steering wheel switches and turn signals do not work, but the horn works due to a redundant hardwired signal to CEM.
And for high speed network:

Engine: no start can be caused by no communication CEM>ECM+TCM.
ETM: has three levels of limp home:

Level 1. Cruise inoperative
Level 2. Throttle dull, no quick response.
Level 3. Default limp home. The RPM is controlled by means of the injectors.
TCM: GSM functions inoperative, only certain gears active. Note that once the TCM goes into its limp home mode for no CAN communication, it
will not come back in that driving cycle even if the error disappears.
ABS/BCM: Generally limp home modes depend on fault. AYC sensor fault gives loss of DSTC and lamp lit. Wheel sensor fault gives lamp lit, loss
of anti-lock but power assist still functions. May lose diagnostic possibility if in limp home mode.
CEM: Major loss of functionality. Note that the CEM has separate buses for CAN H and CAN L, which means that it is possible to communicate to
e.g. the CEM via high speed bus even if the low speed network has an interruption.
Tips for fault-tracing
If the CEM has DTC CEM-DF14, CAN low short to ground, it does NOT mean that the CEM is shorting the CANbus. The short is from any point
on CAN low to ANY grounding point, either in the wiring harness, which is most common, or in any control unit. Note that an E001 can be set in
certain nodes but not others, and the short-circuit can still be far from the control unit.
Statistically there is a high likelihood it is a cable harness problem (check behind radio, by the SRS control unit, TCM/ECM CANbus female
terminals).
Note that a male terminal p/n 9441394 can successfully be used to probe the tension at the female CANbus terminals. If the female terminal does
not provide the proper tension it should be replaced by p/n 9442486.
If E001 occurs permanently and the cable harness is OK, a good tip is to remove all nodes having E001 in them (except the CEM) , clear the codes
in the remaining nodes and read them again to see if the code disappears. Then reinstall them one by one until the code reappears. If it is possible to
communicate with the vehicle in ignition position 0 and 1 but not in 2, look for a 15 fed node corrupting the CANbus.
The above method is also useful in another error scenario. At rare occasions a node can start sending irrelevant information on the CAN
bus. This may block the correct messages from coming through. The result may be one or more E003 or 1A51 to 1A64 codes. It is very
difficult to know which node is disturbing so the above method can be the only way to find the root cause.
If there is no response from any of the low speed nodes, but the high speed nodes respond...
The CEM protects the CANbus from short-circuits occurring by the Data Link Connector. This is achieved by four relays internally in the CEM,
one for each wire on CAN high speed bus and CAN low speed bus. The relays are closed when CEM receives a command on the K-line from
VADIS.
So if you encounter this, check the following:
1. VCT2000 cable, this has caused problems before. Try another cable and VCT200.
2. Continuity and signal level of K-line wire.
3. Continuity on CAN wires between Data Link Connector and CEM.
If 1-3 check OK, there is most likely a permanent CANbus failure in the wires or a node. Continue fault-tracing according to
CANbus hardware and measurement below.
CANbus hardware and measurement
The CAN network system is set up with network resistors of 120 Ohms placed inside some nodes, and connected between the two CAN wires
(Green(GN) for CAN low and White(W) for CAN high)
The two nodes in the low speed network (basically passenger compartment) that have the network resistors are REM and UEM. For the high speed
network (basically engine compartment) it depends on engine type and model year. For MY99-MY01 the nodes that have the network resistor are
ABS and ETM. From MY02 and later vehicles with Bosch EMS, the ETM is no longer on the high speed network.
Instead that end resistor is in the ECM.
Method
To identify a permanent fault condition in the CANbus it is possible to measure the CANbus resistance. The CANbus must be measured with the
negative battery cable off and should be close to 60 Ohms. An open in one or both of the CAN wires will result in a reading of 120 Ohms. It is
recommended to measure the resistance with the CEM breakout box connected. That gives the following advantages:
1. The networks will be tested including the CEM. Note however that open circuits in ABS/BCM, SAS, PSM, PDM, DDM and AUM will still
not affect the 60 Ohm measurement since these nodes are not connected in series. A short between the green and white will however be
detected.
2. You will have easy access to the low-speed network, high-speed network and the wires between CEM and the data link connector.
3. Having the multimeter in the footwell area, wiggle the cables/connectors in the bulkhead above the CEM and look for changes in Ohm
reading.
4. As under 3. wiggle also the cables/splice behind radio where radio cables meet firewall harness.
5. As under 3. wiggle cables/connector at A pillar that connects the roof harness.
6. As under 3. have someone wiggle the cables under the coolbox for ECM and TCM.
If for some reason the CEM breakout box can not be used, the low speed network can either be measured using a breakout box or on the cable side
of the connector to the PSM, with the PSM disconnected.
These measurements are particularly useful when CEM-1A51to CEM-1A64 and E003 or E001 codes are present without CEM-DF03 to
CEM-DF16 codes.
When making the resistance measurement, also verify that none of the wires has a short-circuit to ground or battery which could post the
CEM-DF03 to CEM-DF16 codes. That resistance should be > kOhms.
For intermittent faults and for CEM-DF03 to CEM-DF16 codes, the oscilloscope is useful. This measurement should be made with all
nodes powered up and using a breakout box. Verify that the CAN H voltage does not at any point exceed 4.5V and that the CAN L voltage does not
go under 0.5V. Note that the VADIS oscilloscope is not useful (too slow sampling rate) for detailed CANbus data measurement but it will give an
indication of voltage levels and whether there is communication or not.
Note:
NEVER test any female terminal with a multimeter probe. This may result in damage to the female terminal, causing an improper contact when
the connection is reinstalled. It is often useful to use the male pin mentioned in this TNN to probe.
Appendix List of DTC Codes for CAN Bus Errors

Appendix Data Communication Wiring Diagram
Bosch EMS From MY02

Recall - Brake Vacuum Replacement

S40 (-04)/V40
2000
Section:
5
Group:
52
No.:
0011
Year:
04
Month:
03
Background:
Volvo Cars North America LLC (Volvo) has decided that a defect related to motor vehicle safety exists in certain model year 2000 S40 and V40
vehicles. Under certain circumstances, water may enter the electrical brake vacuum pump, causing the pump to not function. This will require more
brake force to stop the vehicle. However, this is primarily noticed at cold start. This limited braking power can affect the vehicle's stopping
performance.
The corrective action will be to replace the vacuum pump with a new pump of a modified design. This new pump will be placed in a new location
to prevent water intrusion.
Material
Vacuum pump
Additional vacuum pump, replacing
1. Preparatory work
Make a note of the anti-theft radio code.
Caution!
Press down the brake pedal a few times until there is no longer any negative pressure (vacuum) in the brake servo.
Remove:
- the battery negative lead
- the battery positive lead
- the battery clamp and the battery.
2. Removing the air cleaner (ACL)
Remove:
- the connector for the mass air flow (MAF) sensor
- the turbocharger (TC) control valve from the air cleaner (ACL)
- the air inlet hose on the mass air flow (MAF) sensor side
- the 2 mountings for the cable harness from the air cleaner (ACL) housing
- the air intake at inner fender
- the mounting screws
- the air cleaner (ACL).
Note!
Plug off the air inlet hose.
3. Removing the vacuum hose
Note!
Clean the area around the vacuum hose terminal before removal.
Remove:
- the connection from the brake servo
- the bolt and clamp from the vacuum hose (will be re-used)

- the vacuum hose from the intake manifold by pressing in the locking ring (1) while pulling the vacuum hose out
- the quick-release connector for the vacuum hose to the additional vacuum pump
- the vacuum hose. This will not be re-used
- the bolt (2) from the vacuum pipe on the side member.
4. Installing the protective sleeve for the throttle cable
Remove:
- the throttle cable out from the clip (1).
Install:
- the protective sleeve (2) over the throttle cable. Slide the protective sleeve as far as possible towards the firewall.
- the throttle cable in the clip (1).
5. Installing the new vacuum hose
Position the vacuum hose between the intake manifold and the brake servo.
Install:
- the vacuum hose in the manifold. Check the locking by pulling on the vacuum hose
- the vacuum hose control valve (1) in the brake servo
- the clamp (2) and bolt on the vacuum hose. Tighten to 6 Nm
6. Removing the complete additional vacuum pump assembly

Remove:
- the left front wheel
- the front fender liner. Bend the fender liner backwards
- the vacuum hose from the vacuum pipe
- the clamp (1) from the vacuum pipe
- the connector (2)
- the three mounting screws
- the vacuum pump assembly. This vacuum pump assembly will not be re-used.
Route the wiring and connector (2) via the existing inner fender hole into the engine compartment.
7. Removing the vacuum pipe from the side member
Remove:
- the clamp from the vacuum pipe at the side member
- the vacuum pipe.
Note!
The vacuum pipe must be bent before it can be removed. This vacuum pipe will not be re-used.
Clean the vacuum pipe and pump assembly screw positions. Apply rust proofing agent P/N 1161480.
Install:
- the front fender liner
- the left front wheel.
8. Removing the connector bracket from the transmission (to lower the position of the connectors)
Remove:
- the shifting cable out off the clip (1)
- the clip (1) from the bracket
- the upper tie strap (2) from the cable harness
- the two mounting screws
- the connectors by lifting the catches (3) and slide it from the bracket. Note the position of the connectors on the bracket
- the bracket and remove at the side the cable harness.
9. Installing the new connector bracket on the transmission
Install:
- the connectors on the bracket in their original positions and check the locking
- the cable harness tie strap on the side
- the bracket on the transmission. Tighten to 10 Nm
- the clip (1) for the shifting cable
- the shifting cable in the clip (1)
- the new tie strap (2) and cable harness.
10. Installing the extra cable harness
Remove:
- the relay/fuse box from the bracket
- the rear clamp from the cable harness.
Move the relay/fuse box to one side.
Position the connector (1) at the front. Route the new cable harness over the engine compartment cable harness.
Connect the connector (1) to the connector from the old vacuum pump.
Use tie straps to clamp the wiring as illustrated.
Note!
Ensure that the cable harness is not trapped or in contact with moving components or sharp edges.
11. Installing a new additional vacuum pump and bracket
Note!
Check that the existing nuts (1) are in good assembly conditions.
Position the vacuum pump bracket and relay bracket (2) on the inner fender by two screws.
Tighten to 21 Nm.
Press the quick release connector of the vacuum hose on the vacuum pump. Check the locking.
12. Installing the new cable harness and relay

Connect:
- the connector (1) to the vacuum hose control valve on the brake servo
- the extra cable harness connector (2) to the vacuum pump
- the relay (3) to the connector on the extra cable harness.
Install the relay (3) on the bracket (4). Tighten to 5 Nm.
13. Installing the relay/fuse box
Reinstall the relay/fuse box.
Replace fuse no. 22 (10 A) with the 15 A fuse. Clean the area where the label will be applied. Install the label on the inside of the cover
Reinstall the cover on the fuse box.
14. Installing components
Note!
Do not connect the battery negative lead.
Install:
- the air cleaner (ACL)

- the battery and battery clamp
- the battery positive lead.
15. Connecting the battery and checking function
Warning!
Ensure that no one is in the car when the battery is connected.
Re-enter the radio code.
Set the car clock to the correct time.
Function test:
Turn the ignition off press down the brake pedal a few times until there is no longer any negative pressure (vacuum) in the brake servo.
Turn the ignition key to position II and listen for the operation of the additional vacuum pump. The vacuum pump stops after a short time.
Start the engine and let it idle.
Press down the brake pedal a few times and check whether the additional vacuum pump starts working.
Engine - Lubrication System Contamination Cleaning

NO: 20-05
DATE: 1-31-2007
MODEL: All Models
YEAR: 1999-
SUBJECT:
Procedure for Cleaning Engine Oil System Contamination.
REFERENCE: VIDA
DESCRIPTION:
This TNN provides the customer with an alternative lower cost repair rather than engine replacement. It may be required to perform such cleaning
if the engine has been contaminated due to the use of engine oil additives, use of engine oils that do not meet the manufacture's requirements, or not
following the manufacture's recommended oil change intervals. Any engine related damage caused by the conditions stated is not considered
warrantable.
SERVICE:
Introduction
One or more of the following conditions could cause the engine oil to thicken and leave deposits in the engine:
- wrong oil grade, quality and/or viscosity
- cars driven too many miles between oil changes
- cars frequently driven short distances with many cold starts
- excessive idling
- fuels of low quality and/or with high alcohol content
- additives added to oil or fuel
- high ambient temperature
- high air humidity
Symptom
Possible symptoms are indicated as follows:
- Illuminated oil pressure lamp. Due to clogged oil suction strainer

to oil pump and/or oil filter (see illustration)
- Noise (whistling)
Noise due to high pressure in crankcase. Stops when the oil filler cap is removed. For model year 99-02, see TNN 25-149B
- Poor driveability
Clogged crankcase ventilation can reduce the engine performance
- Uneven/oscillating idling
Caused by clogged crankcase ventilation.
- Oil leak
from engine seals due to restricted crankcase ventilation
- Noise (knocking)
Low oil pressure can cause premature bearing wear
- High oil consumption / noise from turbo.

Damaged bearing or seals in the turbo can cause these symptoms
If one or more of these symptoms presents itself, and an extremely dirty oil filler cap or screen is found, troubleshoot in the following order.
Diagnostics
The first step is to inspect the oil filter to see if it is abnormally dirty.
An abnormally dirty filter is easily recognized by its thick, black deposits.
Engines with spin-on oil filters can be inspected by sawing the filter in half.
Oil trap check
If the engine has a problem with carbon deposits, the passageways in the engine block and oil trap may be completely or partially clogged. See
illustration. Remove and check the oil trap, hoses and their passageways in the engine block. There should not be any major collections of carbon
deposits in the hoses or in the passageways in the block.
Oil sump/crankcase check
See information in VIDA for engine variant in question.

Drain the engine oil.
Remove the oil sump and check the oil sump and crankcase for deposits.
Normally, there should not be any deposits. A slight light brown discoloration is however normal.
The figures show an engine with heavy deposits.

Check the suction strainer on the oil suction line for contaminants and deposits.
If no trace of deposits has been found, no further checks are necessary and fault tracing can be considered complete.
If deposits have been detected in any of the above steps, follow the instructions below to remedy the problem.
Checking big-end bearings
See information in VIDA for engine variant in question.
Note!
Mark the position of the big-end bearing caps.
Remove and check the big-end bearings for cylinder 2.

If the bearings are undamaged, reinstall the bearings and caps as marked.
If big-end bearing no.2 is damaged, replace all big-end bearings.
Note!
If any bearing is damaged, check the crankshaft for scratches.
If the crankshaft is damaged, discontinue troubleshooting and replace the engine.
Cleaning the oil sump
Clean the inside of the oil sump by removing any loose deposits.
Note!
Make sure that the oil sump passageway from the oil trap is fully cleaned. See illustration. Blow clear with compressed air to ensure the duct is
thoroughly cleaned.
Then clean the oil sump as described in the next step.

If it is not possible to properly clean the oil sump, oil sump replacement should be considered.
Cleaning/Washing
Washing should be done in a parts cleaning machine at no less than 70°C / 158°F for at least 30 minutes. Repeat if necessary. It is a good idea to
change the position of the components several times during the cleaning/washing procedure.
Blow dry with compressed air after washing.
Cleaning the engine block
Clean the engine block passageway from the oil trap and the oil trap passageway in the block.
Use a screwdriver or similar small scraping tool and blow the passageways clean with compressed air.
Perform a general cleaning of the crankcase to remove all the carbon deposits. All loose deposits must be thoroughly cleaned.
Cleaning cylinder head
Note!
Remove the cylinder head from the engine before cleaning.
With the cylinder head removed from the engine. Use the information in VIDA for the variant in question.
Remove:
- valves
- springs
- valve stem seals.
Remove carbon deposits with a suitable tool, knife, scraper or the like. Then wash the cylinder head and cam carrier cover in a parts cleaning
machine as described in step 8.
Note!
The VVT (Variable Valve Timing) unit and VVT solenoid must not be washed in a parts cleaning machine. Blow clean only.
Caution!
Be sure to lubricate the valve guides after washing in a parts cleaning machine to prevent the risk of corrosion!
Install the cylinder head

Install
- new valve stem seals
- valves
- springs
- new filter for VVT solenoid. (Does not apply to S40 (04-)/V50).
Install the cylinder head. Use information in VIDA for the variant in question.
Rebuilding the engine
Note!
Use new components.
Install:
- new oil suction line
- well cleaned or new oil sump
- new oil trap with new hoses and clamps
- new oil pressure switch
- new oil delivery line for turbocharger when applicable.
Engine oil, first change
Clean the oil filter casing and install the new oil filter.
Fill with new Synthetic Oil; this will assist in continuing the cleaning process. ACEA A1/B1, viscosity SAE 5W-30
Note:
Engines subjected to extreme driving conditions are to be filled with ACEA A1/B3, viscosity SAE 5W-30 Synthetic oil.
"Extreme" regards driving conditions that generate abnormally high oil temperature or oil consumption, such as driving in mountains with a lot
of engine braking or when driving at high speeds on highways.
ACEA A3/B3, viscosity SAE 5W-30 Synthetic oil.
Customer information
Affix the oil decal (part no.30748024) on the upper radiator member. Remove any existing decal.
Caution!
Make sure that the customer is aware of the importance of following the prescribed oil change intervals and the benefits of using Synthetic oil
to prevent engine oil deposits from reoccurring. Use the Synthetic oil grades specified in step 13.
Follow up oil and filter change
Drive 2,000 km/1,200 miles and then replace the oil and filter. Use one of the Synthetic oil grades specified at step 13.
Caution!
Follow the recommended oil change interval that applies to the vehicle in question.
A/T - Cooler/Line Flushing When Replacing A/T

NO: 43-56
DATE: 4-21-08
MODEL: All
MODEL YEAR: All
CHASSIS: N/A
SUBJECT:
Automatic Transmission Cooler/Lines Flushing
REFERENCE: VIDA, TNN 43-08, TNN 43-48
Note!
If this is a printed version of a TNN, first check for the latest online version.
Description:
The purpose of this Tech Net Note is to work as a guideline for technicians when an automatic transmission is being replaced. In order for modern
automatic transmissions to properly adapt to transmission wear while maintaining comfortable shift quality, the pressure control is closely
monitored. For this reason, the automatic transmission fluid (ATF) must meet the transmission manufacturer's specifications.
A faulty transmission often has debris in the ATF, the coolers, the lines, and throughout the transmission. This debris must be properly flushed out
before a new transmission is installed. Flushing the ATF using the transmission oil pump of the newly installed transmission will not suffice and
can possibly cause damage to the new unit. Depending on the condition of the ATF, the transmission coolers and lines may need to be replaced.
The information below is copied directly from VIDA.
Service:
Once a transmission is properly diagnosed to be faulty and needs to be replaced, it is important that the proper procedures are followed for flushing
out the used ATF from the ATF coolers and lines. Note that some vehicles have two coolers; the cooler in the side of the radiator and the auxiliary
cooler.
When an automatic transmission is replaced, follow TNN 43-08 to properly fill out the Automatic Transmission Diagnostic Sheet and follow VIDA
to reset adaptive memory. Simply disconnecting the TCM (Transmission Control Module) or power from the TCM does not reset adaptive
memory!
On all vehicles, always flush the radiator, coolers, and lines before installing the new transmission. The guidelines and procedures for flushing vary
with each model.
There is a procedure for flushing coolers and lines found in a hyperlink in the VIDA transmission/gearbox installation procedure called
Transmission, preparations before installing for AW (Aisin Warner) 5- and 6- speed automatics and in the VIDA transmission replacement
procedure for the AW 4-speed automatic.
The guidelines for flushing coolers on a GM 4165 4-speed automatic are in VIDA/Information/Repair/Transmission, removing and there is a
hyperlink in
VIDA/Information/Repair/Transmission, installing for a flushing procedure called Oil cooler; flush cleaning. The guidelines for the 1999-2005 S80
will be updated to match the XC90. More details about these guidelines can be found below.
On a GM 4165 (2003-2005 XC90 16 and 1999-2005 580 6-cyl), if there is:
^ glycol in the transmission fluid (refer to TNN 43-48 for more information on checking for glycol contamination), this would indicate an internal
leak in the radiator requiring radiator replacement and flushing of the auxiliary cooler (if applicable) and cooler lines.
^ metal in the transmission fluid, this would indicate an internal transmission problem.
Note!
Metal in the ATF is nearly impossible to flush out completely. In order to be rid of all metal particles, complete replacement of the ATF cooling
system (radiator, auxiliary cooler [if applicable], and cooler lines) is required. See photo. Black sediment on the pan magnet is normal. See
photo.
^ dirty oil or oil that has surpassed its temperature limits, this would indicate friction component (band or clutch disc) breakdown and in order to
be sure all of the debris is out of the ATF cooling system, complete replacement of the ATF cooling system (radiator, auxiliary cooler [if
applicable], and cooler lines) is required. See photo.
Labor operation code 43720 should be used when the oil pan is removed for diagnostic purposes. Labor operation code 49115 should be used when
the ATF cooling system is flushed, not replaced.
Audio System - Stuck CD's in Audio Units

NO: 39-51
DATE: 04-16-2008
MODEL: ALL
M. YEAR: ALL
SUBJECT:
STUCK CD's IN AUDIO UNITS (ALL MODELS)
This Tech Note supersedes the previous 39-51 dated 10-10-05. Please update your files.
ATTENTION: PARTS MANAGERS, SERVICE MANAGERS AND WARRANTY ADMINISTRATORS
Description:
This document describes the process for returning audio units diagnosed with stuck CDs. Below are two basic procedures to use as applicable.
IMPORTANT:
IF A COMPACT DISC UNIT HAS BEEN DIAGNOSED WITH A DEFECT OTHER THAN STUCK CD'S, PLEASE BE SURE TO EJECT
THE CD'S FROM THE UNIT WHILE IT IS STILL CONNECTED TO THE VEHICLE BEFORE RETURNING TO TMA OR YOUR
LOCAL DC. PLEASE ENSURE THAT THE CD'S ARE PROMPTLY RETURNED TO THE CUSTOMER.
Procedure # 1: TMA WARRANTY RETURNS

For all audio units that are requested to be returned to TMA for testing and analysis.
Compact Discs may get stuck in the CD-Changer drive. If this occurs, DO NOT ATTEMPT to remove them.
Please fill out the attached CD Return Form completely and legibly. The form must be visible inside the audio box. It is mandatory that you fill in
the customer's full name and complete address on the CD Return Form.
Return the CD return form and the audio unit to TMA per established shipping instructions as detailed in SMB 00-170.
Upon removal, customers CDs will be mailed to the Customer per the information on the CD Return Form within 2-3 weeks of receipt.
IMPORTANT NOTE:
IT IS IMPORTANT THAT YOU INCLUDE THE CD RETURN FORM WITH THE DEFECTIVE UNIT. IF THE CD RETURN FORM IS
NOT INCLUDED WITH AN AUDIO UNIT DIAGNOSED WITH STUCK CD'S, AND YOU DO NOT INCLUDE THE CUSTOMERS
RETURN ADDRESS, YOU WILL BE RESPONSIBLE FOR REIMBURSING THE CUSTOMER FOR THEIR CD'S. VOLVO WILL ONLY
OPEN AND REMOVE CD'S FROM CHANGERS THAT ARE RETURNED WITH THE CD REMOVAL FORM.
Note:
Audio units tampered with or opened, or damaged from foreign objects inserted into mechanism drives (e.g. coins, business cards or visibly
evident peeling CD-R labels) will not be covered under warranty.
IMPORTANT:
Please wait for the TMA Parts Return Request before returning these units.
Please ensure that all TMA Warranty claims, TMA Warranty Core reports and the CD Form are included with the unit.
Procedure # 2: STRAIGHT CORE RETURNS

For returning a non-requested or non-warranty audio core unit to you local Distribution Center with a CD Changer diagnosed with stuck CD's.
Please fill out the attached CD Return Form completely and legibly. The form must be visible inside the audio box.
It is mandatory that you fill in the customer's full name and complete address on the CD Return Form.
Continue to include all applicable Core Reports with the units. Return the unit to your local Distribution Center.
The local Distribution Center will process the units and forward the units to the refurbishment facility. CDs will be removed by the refurbishment
facility. The CDs will be returned to the customer per the information on the CD Return Form. This process may require more than 3 weeks,
depending upon the audio unit type and the refurbishment facility.
In order for this process to be successful, the attached CD Return form must be filled out and visible inside of the audio box with the audio unit and
the customer's name and complete address filled out.
IMPORTANT NOTE:
IT IS IMPORTANT THAT YOU INCLUDE THE CD RETURN FORM WITH THE DEFECTIVE UNIT. IF THE CD RETURN FORM IS
NOT INCLUDED WITH AN AUDIO UNIT DIAGNOSED WITH STUCK CD'S, AND YOU DO NOT INCLUDE THE CUSTOMERS
RETURN ADDRESS, YOU WILL BE RESPONSIBLE FOR REIMBURSING THE CUSTOMER FOR THE COST OF THEIR CD'S.
VOLVO WILL ONLY OPEN AND REMOVE CD'S FROM CHANGERS THAT ARE RETURNED WITH THE CD REMOVAL FORM.
Note:
Audio units damaged from foreign objects inserted into mechanism drives (e.g.. coins, business cards or visibly evident peeling CD-R labels)
may result in a loss of core credit.
Customer CD Return Form
Technical Service Bulletin # TJ19292 Date: 080623
A/C - Cleaning for System Odors

Retailer Technical Journal 19292
Climate control system, cleaning
Date 6-23-2008
Reference: VIDA, Special Tools Bulletin 163
Note!
If using a printed copy of this Retailer Technical Journal, first check for the latest online version.
AFFECTED VEHICLES:
DESCRIPTION:
A new tool and cleaning treatment designed to disinfect the climate system
has been introduced. Should a customer report a climate system odor the below should be treated, checked, and replaced. Included in this document
is information related to the tool, treatment and how to locate the instructions for use.
- Ensure the odor is not from some other source and all other A/C system checks have been completed. (No water standing underneath the floor
carpets.)
- There are no refrigerant leakages (not PAG oil causing the odor).
- Climate housing drain hose is installed correctly, not clogged - drains sufficiently.
- Aircomatic treatment; tool and treatment agent listed.
- After the treatment is completed; replace the climate system (pollen) filter.
- Engage the Afterblow function on applicable vehicles, see separate instructions for afterblow engagement.
NOTE:
At the time of this writing afterblow, is applicable to the vehicles listed:
For reference here are pictures of the cleaning agent and tool.
SERVICE:
To complete the treatment with the Airomatic unit and cleaning agent see VIDA instructions:
- Vehicle Profile / choose the appropriate vehicle - select OK
- Information
- Cleaning, Inspection and Adjustment
- 8 Body and Interior
- 87 Climate units
- 870 general
- Climate control system, general
- Climate control system, cleaning
NOTE:
This treatment is designed to last 6 - 12 months and may need to be completed again sometime in the future.
As noted in VIDA: "An odor is present for a few days after cleaning, which is usual". The odor is of a perfume type and be sure to advise the
customer of this.

(VOLVO) Manual de Taller Volvo C 30 1999

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(VOLVO) Manual de Taller Volvo C 30 1999

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2000 Volvo S40 L4-1.

9L Turbo VIN 25 B4204T2 gggggggggggggggggggggg

Engine: Application and ID

Designation: Volvo B 4204 T3.

Output 162hp at 5100 rpm (121 kW at 5100 rpm)

Bore 3.27" (83 mm)

Stroke 3.54" (90 mm)

Displacement 1.95 liters

Compression ratio 9.0:1

Valve clearance mechanical

Vehicle: Service and Repair

Normal multiple strand cable

Cable insulation (sheath)

Some copper cables have no insulation.

Other types of cable

Splicing Cables, General

Splicing cables, general

Splicing, different types

Uninsulated butt connector

New Cable Terminal

Identify the cable terminal

Stripping the cable insulation

If no similar cable terminal is available in the cable terminal assortment

Seal sws and plug

Seal sws for cable terminals

How to identify a cable terminal that requires a seal:

Table for cable terminal seals

A plug is in principle like a seal but without a hole in it for a cable.

- Pull back the rubber cover on the cables

Open the housing

Release the housing secondary locking as shown.

For a combined pin housing do the following:

- Release the pin housings from each other.

Open the housing section to replace terminal

Front housing section

Other housing sections

Extract the cable terminal

No terminal removal tool is required.

Crimp new cable terminal

The cable terminal is 1.6 Pin/Pin socket.

Insert new cable terminal

Close the housing

Reassemble the connector

Socket housings p/n 6849321-2

NOTE: For equivalent pin housing, see Example 2B.

Separate the connector pin and socket housings

- Undo the locking screw. (Some connectors have no locking screw).

Extract socket housing

Extract socket housing from the connector housing as follows:

Open socket housing

Extract the cable terminal

No terminal removal tool is required.

Crimp new cable terminal

The cable terminal is 1.6 Pin socket.

Insert new cable terminal in housing

NOTE: The housings secondary locking must be open, see (NB3).

Close socket housing

Reassemble the connector

- Push the rubber seal on to the socket housing.