Engine Control Sensors - Removal and Installation: Other Volvo S80 I

Camshaft position sensor (CMP), replacing

1. For B5xx4Tx -2002 see: «Replacing the camshaft position sensor (CMP)»(ref-461749-S28564233402012040200000)
2. For B5xx4Tx 2003- see: «Position sensor camshaft, replacing»(ref-440263-S32256572762011121400000)
3. For B5xx4Sx see: «Replacing camshaft position sensor (CMP)»(ref-461749-S03747022552012040200000)
4. For B6xx4X see: «Camshaft position sensor (CMP), replacing»(ref-440263-S25704461722011121400000)

Scheme 166

Remove

1. the engine stabilizer brace between the suspension turrets
2. the cable clamp on the engine stabilizer brace Disconnect the pipe between the air cleaner (ACL) and the turbocharger at its upper end.
3. the hoses from the hose bracket (at the left front of the engine)
4. the hose bracket (at the left front of the engine) Disconnect the connector. Disconnect the wiring from the hooks on the bracket on the cylinder block (left front).
5. the sensor.

Installing the position sensor

Install

1. the new sensor . Tighten to 10 Nm
2. the cable in the bracket on the cylinder block (left front)
3. the cable in the hooks on the bracket (left front of the engine) Connect the connector.
4. the hoses in the bracket (at the left of the engine)
5. the hose bracket (at the left front of the engine)
6. the hoses in the bracket (at the left front of the engine)
7. the tie straps on the bracket (at the left of the engine)
8. the pipe between the air cleaner (ACL) and the turbocharger (TC)
9. the engine stabilizer brace between the suspension turrets. Tighten the screws to the bodywork to 50 Nm . Tighten the screw for the mounting for the engine stabilizer brace to 80 Nm
10. the cable clamp.

Scheme 167

Remove

1. the pipe between the air cleaner (ACL) and the throttle body (TB) put to one side
2. the throttle body (TB), to one side

Scheme 168

1. the sensor.

Expose the wiring and disconnect the connector.

Installing position sensor

Connect the connector.

Install

1. the sensor. Secure the wiring

1. the throttle body (TB) with new gasket . Tighten to 17 Nm (12.54 lb. ft)
2. the pipe between air cleaner (ACL) and throttle body.

Scheme 169

Remove

1. the bracket on the cylinder block Disconnect the connector. Remove the wiring from the plastic hooks
2. the sensor.

Installing

Install

1. the sensor
2. the wiring in the plastic hooks Connect the connector.
3. the bracket on the cylinder block

Scheme 170

Faults can be intermittent, which is important to remember when fault-tracing for possible causes. If the fault is not present when the vehicle is in the workshop, a fault cause can be missed as the values can be correct when fault-tracing is carried out. A good indication of when the fault occurred the first time are the frozen values that can be read out using VIDA/Details.

The frozen values are stored immediately after a fault has been detected. Most parameters in the frozen values are the same for all faults and indicates a general status when a fault has been detected, e. g. engine speed, load, coolant temperature, vehicle speed and battery voltage. Some of them have been selected to give a better understanding of the specific fault. Diagnostic Trouble Code (DTC) ECM-903F Throttle position (TP) can be used as an example of how the frozen values can be used (this is only one example and there may be deviations in reality).

One of the checks given in fault-tracing is "voltage supply to throttle unit" and continues with a suggestion to check the battery and charging system. However, the battery's condition, with the vehicle in the workshop, does not show the battery voltage when the fault was detected. The best information is in the frozen values, i. e. the voltage that the Engine control module (ECM) detected, when the Electronic throttle module (ETM) indicated the fault.

However, remember that this is not an indication of the voltage supply to the Electronic throttle module (ETM), but to the Engine control module (ECM). If the Engine control module (ECM), according to the frozen values, had a good voltage, the battery worked. The voltage supply to the Electronic throttle module (ETM) should therefore be checked separately.

In this case, we assume that the vehicle had a low battery voltage in the workshop. As seen in the frozen values however, the battery voltage was correct when the fault occurred, and this was therefore probably not the cause. This is an example of how the frozen values can be used, to make fault-tracing more efficient and prevent taking too much time fault-tracing incorrectly. This prevents fault-tracing and correcting a fault that was not actually the cause of the problem, which was originally to be solved.

The odometer setting (km) is included among the frozen values in the Engine control module (ECM). This makes a fast comparison with the odometer counter possible, so that one can determine if the fault occurred as part of the fault-tracing and can be ignored.

For example, the CAN related diagnostic Trouble Codes (DTCs) can be detected when the battery voltage drops when working on the vehicle, by the passenger compartment lighting and other loads draining the battery. The frozen values indicate the odometer setting in km. Multiplying this value by 0.62 gives the distance in miles. The current distance in miles and km can be read out using VIDA.

The following should be taken into account when using frozen values for fault-tracing. The frozen values, that should be used with care, are those that have been stored for CAN and are related to Diagnostic Trouble Codes (DTCs) for the Electronic throttle module (ETM).

If the Electronic throttle module (ETM) detects that the communication to the Engine control module (ECM) is interrupted, error flags are stored in the Electronic throttle module (ETM). These error flags are sent to the Engine control module (ECM) as soon as communication on the CAN is working again. This means that the Engine control module (ECM) stores the Diagnostic Trouble Codes (DTCs) as soon as the Electronic throttle module (ETM) supplies them.

This, in turn means that it is at this time that the frozen values are stored. For the Electronic throttle module (ETM) this means that the frozen values occur from a point in time after the fault first occurred.

Read off fault type

Actual fault type with data.

Previous fault type

This fault type may be the same as above, although not necessarily.

All read off data is based on this fault type.

Time before the data was frozen

How long the fault existed before the frozen values were created.

Time after engine start

How long since the engine was started.

Outside temperature

Displays the actual outside temperature when the frozen values were created. The value is given in °C.

Atmospheric pressure

Displays the actual atmospheric pressure when the frozen values were created. The value is given in hPa.

Vehicle speed

Displays the actual vehicle speed when the frozen values were created. The value is given in km/h.

Engine speed

Displays the actual engine speed (RPM) when the frozen values were created. The value is given in RPM.

Mass air flow g/stroke

Displays the actual mass air flow in g/stroke when the frozen values were created.

Intake pressure

Displays the actual pressure in the intake manifold when the frozen values were created. The value is given in hPa.

Engine coolant temperature (ECT)

Displays the actual engine temperature when the frozen values were created. The value is given in °C.

Lambda compensation

Lambda compensation is rapid adjustment of the fuel adaptation value which continually adjusts the fuel air mixture. The area of adjustment is between 0-2. The normal value is 1 (no adaptation).

Long term fuel trim

Long term fuel trim is slow adjustment of the fuel trim value that is used to adapt the fuel/air mixture during longer periods. This value takes into consideration factors such as the aging of components and component tolerances etc. The area of adjustment is between 0-2. The normal value is 1 (no adaptation).

Accelerator pedal (AP) affected

Indicates whether the accelerator pedal (AP) was depressed or not when the frozen values were created.

Probe control

Indicates whether the engine was regulated using fuel trim or not when the frozen values were created.

Fuel shut-off system

Indicates whether the fuel shut-off system was active or not when the frozen values were created.

Operating cycle

Indicates whether the engine was active or not when the frozen values were created.

This happens when the engine speed (RPM) exceeds 600 RPM

Warm-up cycle

Indicates whether a warm-up cycle had been run or not when the frozen values were created.

A warm-up cycle is run if the engine coolant temperature (ECT) is between -7° C and +35° C when the engine is started.

Gear selected

Indicates whether a gear was selected or not when the frozen values were created.

Engine cooling fan (FC)

Indicates whether the engine cooling fan (FC) was active or not when the frozen values were created.

A/C requested

Indicates whether the air conditioning (A/C) was selected or not when the frozen values were created.

Air conditioning (A/C) compressor active

Indicates whether the air conditioning (A/C) compressor was active or not when the frozen values were created.

Brake pedal switch

Indicates whether the brake pedal was affected or not when the frozen values were created.

EVAP canister purge valve active

Indicates whether the EVAP canister purge valve was active or not when the frozen values were created.

Cruise control active

Indicates whether the cruise control was active or not when the frozen values were created.

EVAP canister shut-off valve

Indicates whether the EVAP canister shut-off valve was active or not when the frozen values were created.

State, fuel trim

Depending on the prevailing circumstances when the frozen values were created, one of the following alternatives may be stored.

1. no fuel trim, the start conditions have not been met . This condition occurs at the crank or immediately after start before fuel trim has started
2. fuel trim with two probes . This situation occurs during driving when both probes are used during fuel trim (part load)
3. no fuel trim, operation with predefined values . This situation occurs during hard acceleration or during fuel shut-off when there is no fuel trim and operation is under predefined values
4. no fuel trim, operation with a system fault . This situation occurs when an earlier diagnostic trouble code (DTC) was stored that caused the fuel trim to be disabled
5. fuel trim with one probe (front) . This situation occurs at idling speed or during light acceleration when one probe (front) is used during fuel trim.

Battery voltage

Displays the actual battery voltage when the frozen values were created.

Passenger compartment temperature

Displays the temperature in the passenger compartment in the instant the frozen values were created.

Odometer setting

Displays the odometer setting in the instant the frozen values were created.

The malfunction indicator lamp (MIL) lights in the event of misfiring

The malfunction indicator lamp (MIL) lights in the event of misfiring. If there is risk of damage to the three way catalytic converter due to misfiring, the malfunction indicator lamp (MIL) will flash and then switch to a constant light.

The engine control module (ECM) registers and stores the RPM and load parameters within which the misfire occurred. For the diagnostic trouble code (DTC) to be stored, the misfire must occur a further two times within the same RPM and load parameters. The malfunction indicator lamp (MIL) is lit if the diagnostic trouble code (DTC) for misfire is stored in the previous operating cycle and a new diagnostic trouble code (DTC) for misfire is stored in the next operating cycle.

If the misfire stops, the requirements for the RPM and load parameters must be met without misfiring before the engine control module (ECM) will begin counting down to extinguish the warning lamp and erase stored diagnostic trouble codes (DTCs).

Scheme 171

The cruise control function is an example of distributed functionality.

The following components are used when driving using cruise control

1. engine control module (ECM).
2. electronic throttle module (ETM)
3. brake control module (BCM)/anti-lock brake system module (ABS)
4. accelerator pedal (AP) position sensor
5. clutch pedal sensor
6. brake pedal sensor
7. control unit cruise control
8. steering wheel module (SWM)
9. central electronic module (CEM)
10. gearbox control module (TCM)
11. driver information module (DIM).

To activate cruise control the function must be switched on using the "CRUISE" button. A lamp lights up in the Driver Information Module (DIM).

The driver activates the function by pressing the SET+ or SET- button. A message is then transmitted via the low speed side of the Controller area network (CAN) to the central electronic module (CEM) which then transmits the message on via the high speed side of the Controller area network (CAN) to the engine control module (ECM). The engine control module (ECM) uses the vehicle speed signal from the brake control module (BCM)/ABS control module to control the throttle angle so that a constant speed is maintained. The gearbox control module (TCM) also receives a message indicating that cruise control is active via the Controller area network (CAN), so that the gearbox follows certain shifting patterns when the cruise control is active.

If the accelerator pedal (AP) is depressed the speed increases as normal and then resumes to the stored value when the driver releases the accelerator pedal (AP) again.

The engine control module (ECM) continually stores the speed. If the cruise control is disengaged, if for example the driver presses the brake pedal, the previous stored speed can be used by pressing the "RESUME" button.

Cruise control cannot be activated at speeds below 35 km/h.

Cruise control is disengaged

1. when the driver presses the clutch pedal or brake pedal
2. when the driver presses the "CRUISE" button on the steering wheel
3. when the driver depresses the "0" button on the steering wheel
4. if "P" or "N" positions are transmitted on the Controller area network (CAN) (applies to automatic transmissions)
5. if the speed deviates too much from the set value
6. when certain diagnostic trouble codes (DTCs) are stored which do not allow continued activation.

Scheme 172

Note. This service information pertains to the air flow adaptation over the throttle unit, not to be confused with the control module's fuel adaptation (lambda adaptation).

There is a correction factor in the Engine control module (ECM) for adjusting the leakage flow over the throttle unit. Leakage flow means the air that does not go through the throttle unit, but goes via the crankcase ventilation, power brake booster and EVAP system. For the control module to be able to learn the adjustments needed in the different air flow areas, there are two adaptation areas. One for idling and one for part load. These values are saved when the engine is switched off.

These values can be read off using the "Air mass, correction value" and "Leakage flow over throttle unit" parameters.

Air leakage flow via throttle unit

HINT: The following measurement for diagnostic trouble code (DTC) ECM-130A can be carried out to determine the fault cause.

Air flow adaptation idling

The parameter for air flow adaptation idling is one of the parameters for determining the leakage flow over the throttle unit where the mass air flow (MAF) sensor flow determines the reference value. The adaptation value is the value that must be added or subtracted from the control module calculated air flow. The calculated air flow added or subtracted from the adaptation value should be the same as the mass air flow (MAF) sensor's flow.

The adaptation value is not used as a part of a diagnostic function and will not, in the event of a large value, result in a diagnostic trouble code (DTC). The value can be used to evaluate the air flow over the throttle unit. The adaptation value is displayed in kg/h and the normal values are 5-10 kg/h.

The engine does not only obtain air via the throttle unit, but also from the crankcase ventilation, the EVAP system and power brake booster for example. The total of this air supply should give us our normal adaptation value of 5-10 kg/h, which does not pass through the throttle unit and therefore the mass air flow (MAF) sensor.

If this air supply is removed or slightly restricted, e. g. if the crankcase ventilation becomes blocked, the adaptation value drops to less than 5 kg/h. Dirt in the throttle unit can have the same effect and generally depends on the crankcase ventilation being blocked. The crankcase ventilation should, in such cases, be checked first. If there is an air leak in the intake manifold the value would increase to above 10 kg/h.

Air flow adaptation part load

This is the part of air flow adaptation that makes it possible to compensate for the tolerance interval between different engines and for aging components. The normal value without adaptation is 1. A value below 1, e. g. 0.95 indicates that more air passes through the mass air flow (MAF) sensor than calculated. An indication of a blocked crankcase ventilation is a low adaptation value around 0.85 or less.

A value greater than 1 can indicate an air leak inside the intake manifold where, for example, a loose or defective vacuum line can give a value of 1.15 or greater.

Diagnostic trouble code (DTC) ECM-130A is stored if the value for the air flow adaptation at part load and the correction factor are extremely large. Unfortunately, the correction factor cannot be displayed in VIDA, but if this DTC has been generated, the correction factor can be assumed to be extremely large. These adaptations should not only be used for fault-tracing, but considered to be an indication of which method should be used next time.

The fuel adaptations (lambda adaptations) should be checked first to analyze for an air leak. Thereafter check for smaller leaks than normal, for idling, less than 5 kg/h and/or for part load less than 1 kg/h. If the leakage flow is smaller, the crankcase ventilation may be blocked.

If the leakage flow is greater than normal, for idling greater than 10 kg/h and/or for part load greater than 1 kg/h, there might be an air leak in the connections to the engine after the throttle unit.

Heated oxygen sensor (HO2S), replacing

1. For B5xx4T -2004, see «Heated oxygen sensors (HO2S), replacing»(ref-461749-S16017428702012040200000)
2. For B5xx4T 2005-, see «Heated oxygen sensor (HO2S), replacing»(ref-440280-S13805222032011121400000)
3. For B6xx4x -2001, see «Heated oxygen sensors (HO2S), replacing»(ref-440280-S17464517122011121400000)
4. For B6xx4T 2002-, see «Heated oxygen sensors (HO2S), replacing»(ref-440280-S03833042652011121400000)
5. For B6xx4S 2002-, see «Replacing heated oxygen sensors (HO2S)»(ref-440280-S07737797842011121400000) .

Front heated oxygen sensors (HO2S), replacing

Note. For tightening torques, see Tightening torque .

Removing front heated oxygen sensors (HO2S)

Note. As the graphics in this service information are used for different model years and / or models, some variation may occur. However, the essential information in the graphics is always correct.

Remove the splashguard under the engine.

Disconnect the connectors for the heated oxygen sensors (HO2S). Disconnect the wiring.

Scheme 173

Remove

1. the wiring for the heated oxygen sensors (HO2S) from the clamps
2. the heated oxygen sensors (HO2S). Use tool «9995543»(ref-403953-S02065961212011061000000) . CAUTION: Note the position of the probes.

Installing front heated oxygen sensors (HO2S)

Install

1. the heated oxygen sensors (HO2S). Lubricate the threads using paste 116 1408. Tighten to 45 Nm . Use tool «9995543»(ref-403953-S02065961212011061000000)
2. the connectors
3. the lower engine cover.

Finishing

Install the wiring for the heated oxygen sensors (HO2S) using clips and clamps.

Test drive the engine.

Check for leakage.

Scheme 174

1. Remove the splashguard under the engine.
2. Disconnect the connectors for the heated oxygen sensors (HO2S)
3. Remove the clamps from the wiring for the heated oxygen sensor (HO2S)
4. Remove the heated oxygen sensor (HO2S). Use tool «9995543»(ref-403953-S02065961212011061000000) .

Installing the rear heated oxygen sensor (HO2S)

Install

1. the heated oxygen sensor (HO2S). Lubricate the studs using paste 116 1408 . Tighten to 45 Nm. Use tool 999 5543
2. the clamps for the heated oxygen sensor (HO2S) wiring
3. the connector
4. the lower engine cover.

Test drive the engine.

Check for leakage.

Erase Diagnostic Trouble Codes (DTCs).

Reset trim.

Heated oxygen sensors (HO2S), replacing

Special tools

9995543

Heated oxygen sensors (HO2S), removing

Note. As the graphics in this service information are used for different model years and / or models, some variation may occur. However, the essential information is always correct.

Scheme 175

Unhook the cable for the heated oxygen sensor (HO2S) from the clip in the heat deflector plate for the turbocharger (TC).

Raise the car.

Remove

1. the lower protective panel
2. the clamps for the probe cable from the bracket on the SIPS member and gearbox.

Disconnect the heated oxygen sensor (HO2S) connectors.

Remove the heated oxygen sensors (HO2S). Use tool 9995543 .

Installing heated oxygen sensors (HO2S)

Install the heated oxygen sensors (HO2S). Use tool 9995543 . Tighten to 45 Nm .

Connect the connectors for the heated oxygen sensor (HO2S).

Install

1. the clamps for the probe cable
2. the lower protective panel
3. the cable harness for the heated oxygen sensor (HO2S) in the clips.

Erase Diagnostic Trouble Codes (DTCs).

Reset trim.

Identifying upgraded software, ECM/ETM

Upgraded software for the engine control module (ECM) and electronic throttle module (ETM), available during 2006 or later, can be identified. The updated software has the diagnostic number/software number as set out in the table below. The diagnostic number/software number can be read using VIDA.

The differences between the first version , which is identified by the software number, and the second version , which is identified by the diagnostic number, include the following

1. Improved driveability after engine control module (ECM) reset. The start values for some system adaptations are adjusted to facilitate handling of aged/worn systems/components after diagnostic trouble code deletion or when the control module has been without power.
2. Increased hardiness to certain combinations of aging/wear in the system. The work areas for some adaptations are adjusted to better match the aging of certain components.
3. Supplements as to which faults are to generate a message to the driver.
4. Improved serviceability (diagnostic trouble code generation) for some intermittent faults that generate driveability problems.

The diagnostic number (also known as diagnostic version in VIDA) and the software number can be read out using VIDA. The electronic throttle module (ETM) is identified solely by the diagnostic number.

If the diagnostic number/software number is within the following series, it is the latest software downloaded

1. 5-cylinder non-turbo engines : Engine control module (ECM) diagnostic number 30785129 - 30785132 or 30785667 and electronic throttle module (ETM) 30785387.
2. Turbocharged and 6-cylinder non-turbo engines : First version, engine control module (ECM) software number 30785203 - 30785240 and electronic throttle module (ETM) diagnostic number 30785388. Second version, engine control module (ECM) diagnostic number 30785372 - 30785378 and electronic throttle module (ETM) diagnostic number 30785388.

Scheme 176

1. Disconnect the sensor connectors. NOTE: Do this only by hand.
2. Remove the sensor from the intake manifold.

1. Install a new sensor
2. Connect the sensor connectors.

Scheme 177

Jack up the car.

Remove the LH front wheel.

Uncover the wiring.

Disconnect the connectors.

Jack up the car.

Scheme 178

Uncover the wiring.

Remove lambda probes using tool 9995543 .

Installing the charge air pressure sensor

1. Install a new sensor
2. Connect the sensor connectors.

Scheme 179

Remove the pipe between the air cleaner (ACL) and the turbo/throttle body at the mass air flow (MAF) sensor.

Disconnect the connector from mass air flow (MAF) sensor.

Remove the screws holding the mass air flow (MAF) sensor to the air cleaner (ACL) cover.

Pull and work the mass air flow (MAF) sensor loose from the air cleaner (ACL) cover.

Installing the mass air flow (MAF) sensor

Note. Apply water to the O-ring in the air filter cover to facilitate installation of the mass air flow sensor.

Install the new mass air flow (MAF) sensor.

Press the mass air flow (MAF) sensor into place.

Install the screws. Tighten.

Install the pipe on the mass air flow (MAF) sensor.

Connect the mass air flow (MAF) sensor connector.