Fuel, Ignition & Engine Control Systems - Removal, Installation & Specifications: Other Volvo V70 II

Accelerator pedal (AP), replacing

V70, V70 XC 2001/XC70, XC90

Scheme 11

1. Remove the soundproofing panel. See «Soundproofing panel, replacing»(ref-406997-S30012205612011070100000)
2. Remove the screws
3. Cut off the clamp
4. Disconnect the connector
5. Remove the accelerator pedal (AP).

Accelerator pedal (AP)

In reverse order.

Scheme 12

The connectors for the heated oxygen sensors (HO2S) are on the transmission.

Scheme 13

Switch off the ignition.

Remove the air cleaner (ACL) housing.

Detach the inlet hose between the air cleaner (ACL) and the turbocharger (TC) from the turbocharger (TC).

Open the catches and disconnect both the connectors for the heated oxygen sensors (HO2S).

Heated oxygen sensors (HO2S), removing

See Heated oxygen sensor (HO2S), replacing .

Scheme 14

Note. Ensure that the ends of the protective sheath on the adapter cable point downwards so that water does not gather in the protective sheath.

Install

1. the adapter cable between the existing 4-pin connectors
2. a tie strap as shown in the illustration.

Scheme 15

Install the adapter wiring between the existing 6-pin connectors.

Note. Ensure that the ends of the protective sheath on the adapter cable point downwards so that water does not gather in the protective sheath.

Install

1. the inlet hose between the air cleaner (ACL) and turbocharger (TC) on the turbocharger (TC)
2. the air cleaner (ACL) housing.

Air leakage in the intake system, checking

Special tools

9995545

9995544

9997080

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

Preparations

Check that all hoses are undamaged and are in place with their hose clamps tightened.

Scheme 16

Remove the fresh air hose from the mass air flow (MAF) sensor.

Install tool 9995545 (1) and pressure regulator 9995544 on the fresh air intake. Tighten the hose clamp (2).

Remove the oil filler cap.

Check

Adjust the regulator to obtain a maximum pressure of 0. 3 bar (0. 15 psi). There may be a gentle hissing sound 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.

Check components and connections. See: Checking components .

If a leak is suspected, spray a soap solution onto the area. Check for air leakage from the canister purge (CP) valve. No leakage is permissible.

Scheme 17

1. A fresh air intake
2. B throttle body (TB)
3. C intake manifold with vacuum hoses and gaskets
4. D crankcase ventilation
5. E injectors
6. F brake servo hose
7. G evaporative emission system (EVAP) valve
8. H air preheating.

Air leaks in the intake system, checking

Special tools

9995545

9995544

Note. 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.

Check that all hoses are undamaged. Check that all hoses are in place with their hose clips tightened.

Scheme 18

Remove

1. the hose clamp (2) between the mass air flow (MAF) sensor and the intake manifold for the turbocharger (TC)
2. the screws for the intake manifold. Fold the pipe up. Connect tool «9995545»(ref-403953-S32978956662011061000000) and pressure regulator «9995544»(ref-403953-S05241159092011061000000) to the intake manifold. Tighten the hose clamp.

Scheme 19

Remove the oil filler cap. Connect the compressed air hose. Adjust the regulator to obtain a maximum pressure of 0. 3 bar .

There may be a gentle hissing sound 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. Remedy any leakage.

Installing components

Install

1. the intake manifold between the mass air flow (MAF) sensor and the turbocharger (TC)
2. the screws for the intake manifold. Tighten
3. the hose clamp (2) at the mass air flow (MAF) sensor.

Removing camshaft position (CMP) sensor

Remove the preheating pipe from the air cleaner (ACL): Applies only to B6xx4S engines .

Scheme 20

Applies only to B6xx4T

1. Remove the intake pipe between the front cover plate and the air cleaner (ACL).

Scheme 21

1. Remove the clamp on the hose between the mass air flow (MAF) sensor and the pipe to the turbocharger (TC)
2. Remove the turbocharger (TC) control valve from the air cleaner (ACL) housing
3. Disconnect the turbocharger (TC) control valve connector
4. Remove the air cleaner (ACL) housing. Place it to one side
5. Remove the hose clamp from the crankcase ventilation and the heater hose.

Scheme 22

Hose bracket.

Disconnect the connector at the bracket

Remove the cable from the clamp on the cylinder block.

Remove the camshaft position (CMP) sensor housing. Applies only to B6xx4T engines .

Remove the sensor mounting screw. Pull off sensor.

Installing the camshaft position (CMP) sensor

Install

1. new sensor . Tighten to 10 Nm
2. the camshaft position (CMP) sensor housing. Tighten to 17 Nm . Applies only to B6xx4T
3. the cable from the clamp on the cylinder block
4. the connector on the bracket
5. the hose bracket on the cylinder block.

Applies only to B6xx4T

1. the crankcase ventilation pipe and the heater hose. Tighten the hose clamps
2. air cleaner (ACL) housing
3. the turbocharger (TC) control valve connector
4. the turbocharger (TC) control valve from the air cleaner (ACL) housing
5. the hose between the air cleaner (ACL) housing and turbocharger (TC). Tighten the hose clamp
6. the intake manifold between the front cover plate and the air cleaner (ACL) housing.

Install the preheating pipe on the air cleaner (ACL): Applies only to B6xx4S engines .

Camshaft seal / variable valve timing (VVT) unit, replacing (B6xx4T -1999)

Special tools

9995452

9995651

9995718

9995719

9995451

9995919

9995450

9995750

Removing the front camshaft seal

Note. 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.

Replacing the rear camshaft seal

See Removing/Installing the rear camshaft seal .

Preparation

Removing the front camshaft seal / variable valve timing unit

1. Remove the timing belt from the timing gear pulley for the camshafts. See «Replacing the timing belt»(ref-441137-S00172186912011121500000) .
2. Check the tensioner and idler pulleys. See «Replacing the timing belt»(ref-441137-S00172186912011121500000) .
3. Remove the camshaft position (CMP) sensor housing and the trigger wheel
4. Remove the cover at the rear edge of the camshaft.

Scheme 23

Install adjustment tool 9995452 at the rear of the camshafts. Screw the adjustment tool sections together into one.

Remove the plug from the front edge of the variable valve timing unit (Tx55). Remove the center screw from the variable valve timing unit (Tx55). Carefully pull out the variable valve timing unit with the timing gear pulley.

The following applies to timing gear pulleys without variable valve timing

Remove the screws and the timing gear pulley.

Scheme 24

Carefully press in tool 9995651 between the seal and the camshaft. Pry out the seal.

Installing the front camshaft seal

Note. The purpose of the "Installing the variable valve timing unit/timing gear pulley" service information in this article is to ensure that the variable valve timing unit is correctly positioned but also to reset the camshaft timing gear pulley to the correct position using the markings made at the factory. This is to ensure that the conditions are correct for any later fault-tracing.

Note. For tightening torques, see: Tightening torque .

Cleaning

To clean the shaft journal and mating surface, use emery cloth P/N 951 1024.

Note. When cleaning work around the shaft journal, not in and out. It is essential that any residue from the emery cloth and any other contaminants are completely removed before the new sealing ring is installed.

Scheme 25

Lubricate the surface of the seal that the camshaft rotates against. Install the camshaft seal.

For camshafts with variable valve timing: Use drift 9995718 .

Use the mounting screw for the variable valve timing unit. Tighten until the drift bottoms out.

For camshafts without variable valve timing: Use drift 9995719 .

Checking the variable valve timing (VVT) unit

Check the variable valve timing (VVT) unit. See: Variable valve timing unit, checking and adjusting

Finishing

Install

1. the starter motor. Tighten screws at gearbox. Tighten. See «Tightening torque»(ref-406899-S19208646662011070100000) .
2. the screw at the support bracket for the starter motor. Tighten
3. the trigger wheel. Tighten the screw
4. the camshaft position (CMP) sensor housing. Tighten the screws
5. a new cover at the rear edge of the camshaft.

Install the auxiliaries belt around the pulley on the crankshaft.

Install

1. the plastic nuts for the cover in the right-hand wing liner
2. the right front wheel. See «Installing wheels»(ref-406900-S36743861182011070100000) .

Scheme 26

Install

1. front timing cover. Tension the auxiliaries belt. Check that it is correctly positioned on all pulleys
2. the expansion tank
3. the hose between the expansion tank and the radiator. Remove the lock grip pliers
4. the servo reservoir
5. the upper timing cover.

Scheme 27

1. the engine stabilizer brace. Tighten the screws
2. the screw holding the engine stabilizer brace to the bracket on the engine. Tighten
3. the battery negative lead. Also read «Battery, disconnecting»(ref-406866-S10988298012011070100000) .

Final check

Check and top up if required

1. coolant level
2. the servo fluid level.

Test drive the engine.

Remove

1. the intake manifold between the electronic throttle module (ETM) and air cleaner (ACL) cover
2. the air cleaner (ACL) cover. Place it to one side
3. the camshaft position (CMP) sensor housing and the trigger wheel.

Scheme 28

Pull out the seal. Use puller 9995919 .

To clean the shaft journal and mating surface, use emery cloth P/N 951 1024.

Note. When cleaning work around the shaft journal, not in and out. It is essential that any residue from the emery cloth and any other contaminants are completely removed before the new sealing ring is installed.

Lubricate the surface of the seal that the camshaft rotates against. Install the camshaft seal. Use drift 9995450 .

Note. The seal is normally positioned at the same level as the internally bevelled edge. If the shaft journal is showing signs of wear, the seal can be pressed in a further 2 mm : Turn the drift socket.

For tightening torques, see: Tightening torque .

Install

1. the trigger wheel. Tighten the screw
2. the camshaft position (CMP) sensor housing. Tighten the screws
3. the air cleaner (ACL) cover
4. the intake manifold between the electronic throttle module and the air cleaner (ACL) cover.

Final check

Test drive the engine.

Camshaft seal/variable valve timing (VVT) unit, replacing (B5244T5; B5254T2; B5254T4; 2005-2007)

S60, V70 2000-, V70 XC 2001-/XC70

1. For B5xx4T -2001, see «Camshaft seal/variable valve timing (VVT) unit, replacing»(ref-406897-S21483951822011070100000)
2. For B5xx4T 2002-, see «Camshaft seal/variable valve timing (VVT) unit, replacing»(ref-406897-S32213226982011070100000) .

S60, V70 2000

1. For B5254T4, see «Camshaft seal/variable valve timing (VVT) unit, replacing»(ref-406897-S24080613022011070100000)

Camshaft seal/variable valve timing (VVT) unit, replacing (B5244S; B5244S6; 2005-2007)

S60, V70 2000-, S80

1. For B5244S/S2, see «Camshaft seal/variable valve timing (VVT) unit, replacing»(ref-406897-S27647509412011070100000)
2. For B5244S6, see «Camshaft seal/variable valve timing (VVT) unit, replacing»(ref-406897-S31997011162011070100000) .

Camshaft seal/variable valve timing (VVT) unit, replacing (B6xx4S; -1999; B5234T3; B5244T3; 2001)

Special tools

9995452

9995651

9995718

9995719

9995451

9995919

9995450

9995750

Note. 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.

Removing the rear camshaft seal

See Removing/Installing the rear camshaft seal .

1. Remove the timing belt from the timing gear pulley for the camshafts. See «Replacing the timing belt»(ref-441137-S00172186912011121500000)
2. Check the tensioner and idler pulleys. See «Replacing the timing belt»(ref-441137-S00172186912011121500000)
3. Remove the camshaft position (CMP) sensor housing and the trigger wheel
4. Remove the cover at the rear edge of the camshaft.

Removing the variable valve timing unit / timing gear pulley

Install adjustment tool 9995452 at the rear of the camshafts. Screw the adjustment tool sections together into one.

Remove the plug from the front edge of the variable valve timing unit (Tx55). Remove the center screw from the variable valve timing unit (Tx55). Carefully pull out the variable valve timing unit with the timing gear pulley.

The following applies to timing gear pulleys without variable valve timing

Remove the screws and the timing gear pulley.

Carefully press in tool 9995651 between the seal and the camshaft.

Pry out the seal.

Note. The purpose of the "Installing the VVT unit/timing gear pulley" service information in this article is to ensure that the VVT unit is correctly positioned and to reset the camshaft timing gear pulley to the correct position using the markings made at the factory. This is to ensure that the conditions are correct for any later fault-tracing.

Note. For tightening torques, see: Tightening torque .

To clean the shaft journal and mating surface, use emery cloth P/N 951 1024.

Note. When cleaning work around the shaft journal, not in and out. It is essential that any residue from the emery cloth and any other contaminants are completely removed before the new sealing ring is installed.

Lubricate the surface of the seal that the camshaft rotates against. Install the camshaft seal.

For camshafts with variable valve timing: Use drift 9995718 .

Use the mounting screw for the variable valve timing unit. Tighten until the drift bottoms out.

For camshafts without variable valve timing: Use drift 9995719 .

Check the variable valve timing (VVT) unit. See: VARIABLE VALVE TIMING UNIT, CHECKING AND ADJUSTING

Install

1. the starter motor. Tighten screws at gearbox. Tighten. See «Tightening torque»(ref-406899-S19208646662011070100000)
2. the screw at the support bracket for the starter motor. Tighten
3. the trigger wheel. Tighten the screw
4. the camshaft position (CMP) sensor housing. Tighten the screws
5. a new cover at the rear edge of the camshaft.

Install the auxiliaries belt around the pulley on the crankshaft.

Install

1. the plastic nuts for the cover in the right-hand wing liner
2. the right front wheel. See «Installing wheels»(ref-406900-S36743861182011070100000) .

Install

1. front timing cover. Tension the auxiliaries belt. Check that it is correctly positioned on all pulleys
2. the expansion tank
3. the hose between the expansion tank and the radiator. Remove the lock grip pliers
4. the servo reservoir
5. the upper timing cover.

Twist the intake pipe for the turbocharger for cylinders 1, 2 and 3 into position. Tighten the clamp. Install the plastic hoses between the turbocharger (TC) and the charge air cooler (CAC) and between the air cleaner (ACL) and the turbocharger (TC). Tighten the hose clamps

Scheme 29

1. the engine stabilizer brace. Tighten the screws
2. the screw holding the engine stabilizer brace to the bracket on the engine. Tighten
3. the battery negative lead. Also read «Battery, disconnecting»(ref-406866-S10988298012011070100000) .

Check and top up if required

1. coolant level
2. the servo fluid level.

Test drive the engine.

Remove

1. the screw holding the engine stabilizer brace to the bracket on the engine
2. the screws holding the engine stabilizer brace to the suspension turrets
3. the engine stabilizer brace
4. the intake manifold between the electronic throttle module (ETM) and air cleaner (ACL) cover
5. the air cleaner (ACL) cover. Place it to one side
6. the camshaft position (CMP) sensor housing and the trigger wheel.

Pull out the seal. Use puller 9995919 .

Use emery cloth 951 1024 to clean the shaft journal and mating surface.

Note. When cleaning work around the shaft journal, not in and out. It is essential that any residue from the emery cloth and any other contaminants are completely removed before the new sealing ring is installed.

Lubricate the surface of the seal that the camshaft rotates against. Install the camshaft seal. Use drift 9995450 .

Note. The seal is normally positioned at the same level as the internally bevelled edge. If the shaft journal is showing signs of wear, the seal can be pressed in a further 2 mm : Turn the drift socket.

For tightening torques, see: Tightening torque .

Install

1. the trigger wheel. Tighten the screw
2. the camshaft position (CMP) sensor housing. Tighten the screws
3. the air cleaner (ACL) cover
4. the intake manifold between the electronic throttle module (ETM) and air cleaner (ACL) cover
5. the engine stabilizer brace. Tighten the screws
6. the screw holding the engine stabilizer brace to the bracket on the engine. Tighten.

Final check

Test drive the engine.

General

CAN (control area network) is a standardized system for multiplex-communication. Multiplex communication means that several control modules can use the same cables for communication without traffic from one control module interfering with traffic from another.

Volvo has developed a new standard for multiplex communication - VOLCANO. VOLCANO is a development of CAN and uses real time operation and prioritization. The description of prioritization is based on VOLCANO but is designated CAN.

The control area network (CAN) standard specifies

1. That two cables are to be used (CAN H and CAN L)
2. What voltage levels must be used
3. What a message should look like
4. How transmission errors should be handled.

Scheme 30

The CAN H and CAN L cables must not be confused with HS CAN and LS CAN which are speeds on the control area network. CAN H and CAN L are a way of distributing signals within the multiplex communication network.

Communication occurs through two cables. These two cables are paired together.

The voltage levels for communication occur using differential voltage levels.

The reason for communicating using paired cables and differential voltage levels is that the network becomes less sensitive to interference.

The same message is transferred simultaneously by both cables, but different voltage levels are used.

1. Binary 1 = 2. 5 V on both CAN H and CAN L.
2. Binary 0 = 4 V on CAN H and 1 V on CAN L.

When measuring between CAN L and ground, the average voltage level during normal use is about 1. 8-2. 2 V.

When measuring between CAN H and ground, the average voltage level during normal use is about 2. 8-3. 2 V.

The difference in voltages is due to vehicle configuration and equipment level. Thus, voltages may differ between vehicles of the same model.

When measuring between the two CAN-cables, at normal traffic on the network, the average voltage level is approx. 0. 55-0. 90 V (up to max. 0. 6-1. 4 V)

Volvo's CAN-net meets ISO 11898-2. Other standard is 11898-3 where the voltage on CAN H changes from approx. 5 V to approx. 1 V, and CAN L from approx. 0 V to approx. 4 V when changing from logic "0" to logic "1". Other standard is SAE J2411 where only one cable is used for CAN-communication.

Scheme 31

The message consists of the following components

1. Identifier ("flag"), indicating the message identity and prioritization
2. Data information (value, information, etc.).
3. Check sum, used to check that the message has arrived correctly
4. Stop signal, indicating that the message has finished.

A complete CAN-message is called a frame.

Prioritization

Conflicts can arise in a network when several control modules try to transmit messages at the same time. For example, if the driver brakes at the same time as the front seat passenger changes the climate control settings and a passenger in the rear seat uses the power windows.

To ensure safe operation the messages must be prioritized. In addition, the delays that arise when messages are queued must be reasonable. This is so the customer does not feel the system is slow.

To resolve conflicts and delays messages are prioritized ensuring functionality.

The prioritization of messages is determined by the number of zeroes at the beginning of a message. The more zeroes the higher the priority.

Prioritization occurs as follows

1. When the network is available all the control modules with "something to say" send bit one in their message
2. All the control modules detect what has been transmitted on the network
3. If a control module has transmitted 0 those that have sent 1 stop and wait until the next time the network is available
4. Those that transmitted 0 transmit bit two of the message
5. If a control module has transmitted 0 as bit two those that have sent 1 stop and wait until the next time the network is available and so on.

The message with the highest priority (most zeroes at the beginning) "wins" and is sent first.

The end of a message is seven zeroes. The control modules then know that the network is available and a new message can be sent in priority order.

Two types of message

There are two types of message in the system

1. Periodical frames. These messages are sent regularly and give the present status of a parameter. They are used for information which is frequently updated, speed signals for example
2. Event frames, which are only sent when predetermined conditions have been met. This type of message is used for things that seldom occur, raising / lowering a window for example.

The message can contain an update bit which states how "fresh" the information is.

The system assumes that the receiver has received the message so an acknowledgment is not sent. A reply is only sent to a direct question from another control module.

But the receiver "knows" how often it should receive a message about the status that applies. If the message is missing the receiver can connect an emergency program and / or set a diagnostic trouble code.

Quality factor

In a distributed system where information (signals) is sent between different control modules in a network, it is usually the control module that generates/creates information (the signal) that knows the quality of the information that is sent. To be able to inform receiving control modules about the quality of information, a quality factor (Q-factor) is sent over the network at the same time as the information (signal). The quality factor describes status of the information (signal). For example, if the signal is defective due to a faulty sensor, a receiving control module can use the quality factor to decide if the control module shall take any action (e. g. , reconfiguration).

The quality factor can be of the following status

1. OK The value indicates that the signal is normal and shows a credible status and accuracy.
2. Outside specified range Even though the value indicates that the signal is normal and may be usable, some fault has been detected that indicates that accuracy has been reduced so that performance may be affected or instability can occur.
3. No data found The value indicates that the signal has its initial start-up value and has not yet had time to receive measured or calculated value. This may occur when the control module's start-up process is not completely finished. As soon as the control module has started, the signal shall have a correct value. Receiving control module has a built-in delay to wait for correct signal.
4. No data exists The value indicates that the signal is faulty. This prevents the signal from being used by receiving control modules.

Summary of quality factor that may apply.

* Diagnostic trouble code may be stored.

Compatibility

The units must "speak" the same language and must be compatible with each other. A standardized communication protocol is used for this.

Signal configuration (sfg) contains the language between the units. If any module has a signal configuration which does not correspond to other units the module cannot communicate. This means that all the units must have compatible signal configuration.

To check this the central electronic module (CEM) transmits an identification number for its signal configuration over the controller area network (CAN). The other control modules receive this number and compare it with their own. If this identity does not correspond the control modules store a diagnostic trouble code (DTC) (XXX-E003). The signal configuration is occasionally modified so that the new messages are added and old messages removed.

Configuration

Instructions for the following are downloaded when a system is configured

1. Which control modules are included in the system (for example central electronic module (CEM))
2. Which control module should do what (for example "you are the control module for the driver's door - you are the control module for the passenger door")
3. Which functions should be included (for example if the alarm function should be on or off)
4. Which components are connected to the control modules (for example whether the inclination sensor is included in the alarm or not)
5. Which messages a control module is to transmit and which it is to receive
6. Where the different data should be stored.

The configuration must be changed (adapted) after installing accessories and it must be downloaded again after replacing any control module. The information is stored and retrieved from Volvo's central database when downloading software.

Note. Even if two cars appear identical they may behave differently due to differing configurations, a parameter may have been modified by the customer or workshop.

Carbon filter container, replacing (B5234T3; 2002-2004; B5244T5; B5254T2; B5254T4; 2005-2007)

AWD

1. For S80, V70, V70 XC/XC70 and S60, see «Replacing the carbon filter container»(ref-406871-S37470967292011070100000)

Not all-wheel drive (AWD)

1. For S80, V70 and S60, see «Replacing the carbon filter container»(ref-406871-S38353608122011070100000)

Checking engine control module (ECM) power supply and ground terminal

Checking power supply terminal

1. Check fuse 11 B/18. If the fuse is blown check the circuit after the fuse for a short-circuit to ground according to «Short-circuit to ground, permanent faults»(ref-441113-S15751137322011121500000)
2. Check fuse 11B/14. If the fuse is blown, check the circuit after the fuse for a short-circuit to ground according to «Short-circuit to ground, permanent faults»(ref-441113-S15751137322011121500000) .
3. Check power supply to #A70. Voltage should be approximately battery voltage.
4. Check power supply to #B11. Voltage should be approximately battery voltage.

Checking ground terminal

1. Check the ground lead between the engine control module (ECM) #62, #A53, #A54 and the ground terminal 31/96 on the right side member for an open-circuit according to «Open-circuit, permanent faults»(ref-441113-S32396995242011121500000)
2. Check the engine control module (ECM) ground terminal for contact resistance and oxidation according to «Contact resistance and oxidation»(ref-441113-S31766030992011121500000)

Remedy as necessary

Other information

1. To connect the breakout box, see «Connecting the breakout box»(ref-406813-S18363384392011070100000) .
2. Power supply to the engine control module (ECM) #A70 is from fuse 11 B/18 via the system relay.
3. Power supply to engine control module (ECM) #B11 is from fuse 11 B/14 via terminal 30+.
4. The engine control module (ECM) ground terminal is common to engine control module (ECM) terminals #A53, #A54 and #A62.
5. For information about the location of the ground terminal, see «Location of components»(ref-406817-S08591715522011070100000) .
6. For information about other signals, see «Signal specification»(ref-441137-S00637881842011121500000) .
7. For further information about the circuit, see the appropriate wiring diagram.

Scheme 32

Are the power supply and ground terminals OK?

1. YES OKAY: Troubleshooting has been completed.
2. NO Refer to «Information»(ref-406819-S09743215952011070100000)

Fault-tracing information

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 for air leakage in the exhaust system (B5244T5; B5254T2; B5254T4; 2005-2006)

For S60, V70 2000-, XC70, S80, XC90 and C70

1. For 1999 model year cars, see «Checking for air leakage in the exhaust system»(ref-406819-S42486277842011070100000)
2. For 2000- model year cars, see «Checking for air leakage in the exhaust system»(ref-406819-S31196084632011070100000) .

Checking for air leakage in the exhaust system (1999 model year)

Special tools

9995544

9995546

Scheme 33

Install tool 9995546 and pressure regulator 9995544 on the exhaust system.

Adjust the pressure to 0. 4 bar . Depending on the condition of the exhaust system a lower pressure may be necessary.

Scheme 34

Check the exhaust system. Spray 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.

Checking for air leakage in the exhaust system (B5244S; 2001-2007)

Special tools

9995544

9995546

Connecting

Remove the exhaust tail pipe.

Install tool 9995546 with pressure regulator 9995544 on the exhaust system.

Adjust the pressure to 0. 4 bar . Depending on the condition of the exhaust system a lower pressure may be necessary.

Check exhaust system by spraying a soap solution on all joints and connections between cylinder head and rear heated oxygen sensor (HO2S).

Only very small and slow bubbles are permissible.

Install tail pipe on exhaust system after check.

Checking for air leakage in the exhaust system (2000- model years)

Special tools

9995544

9997085

Note. 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.

Scheme 35

Remove

1. the nut where the three-way catalytic converter (TWC) and exhaust system separate
2. the gasket. Separate the exhaust system from the three-way catalytic converter (TWC).

Scheme 36

Install

1. The tool (1) «9997085»(ref-403953-S05162907402011061000000) using a new gasket
2. pressure regulator «9995544»(ref-403953-S05241159092011061000000) on tool «9997085»(ref-403953-S05162907402011061000000) . Adjust the pressure to 0. 4 bar .

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.

Removing tools

Remove

1. pressure regulator «9995544»(ref-403953-S05241159092011061000000)
2. tool «9997085»(ref-403953-S05162907402011061000000) .

Install

1. a new gasket where the exhaust system and three-way catalytic converter (TWC) divide
2. a new nut for the exhaust system. Tighten.

Start the engine. Check for leaks where the three-way catalytic converter (TWC) and the exhaust system divide.

Checking fuel and residual pressures

Note. To check the fuel and residual pressures for the S60, V70 2000- and S80 , see Checking fuel and residual pressures .

Scheme 37

1. Connect the pressure gauge according to «Connecting fuel pressure gauge»(ref-406819-S19543185422011070100000)
2. HINT: If the engines starts, do not override the fuel pump (FP). Continue if this is the case, with: "Read off the line pressure from the pressure gauge".
3. Remove the cover from the integrated relay/fusebox in the engine compartment at the firewall
4. Remove the fuel pump (FP) relay (103 (terminal 2/23))
5. Connect a cable (as illustrated on the relay base) between terminals 15 and 87
6. Turn the ignition key to position II.

Read off the line pressure from the pressure gauge.

The system pressure must be

1. B5254S DENSO 1999: B5254S DENSO 1999: 300 1 kPa
2. other engines with Fenix 5. 2: 300 kPa.

Check the residual pressure if the fuel pressure is OK.

Remedy as necessary.

Other information

1. For the location of and to replace the fuel pump (FP) relay (103), see fusebox illustration in «Location of components»(ref-406817-S08591715522011070100000)
2. For the location of and to replace the fuel pump (FP), see «Fuel pump, replacement»(ref-406819-S28214692092011070100000)
3. For the location of and to replace the fuel filter, see «Fuel filter, replacement»(ref-406819-S38553831652011070100000)
4. To disconnect the pressure gauge, see, «Disconnecting fuel pressure gauge»(ref-406819-S31429218592011070100000) .

Safety

See first Safety regulations for handling fuel .

Scheme 38

1. Empty the fuel system as per «Draining fuel injection system»(ref-406819-S10432360222011070100000) .

Scheme 39

5 door car

1. Open the front floor hatch and fold back the mat.

4 door car

1. Fold the right-hand rear seat forward.

Remove

1. The cargo compartment mat and right-hand wheel house panel. On certain variants with soft panels, it is enough to fold up the corner of the panel.
2. Cover over the fuel pump nuts.

Note. To make any repairs to the fuel level sensor for 5 door cars, fold the rear seat forward, remove the screws (4) of the front floor hatch and pull the hatch rearwards.

Scheme 40

1. Separate the connector to the fuel pump.

Check the color markings on the hoses and pump.

Note. The feed line is marked with yellow tape, corresponding to the color marking on the pump.

Scheme 41

1. Carefully remove the quick couplings of the feed and return lines.

Use tool 9995666 . Move the outer sleeve of the coupling upward. Avoid pinching the sleeve.

Scheme 42

1. Remove the nut of the fuel pump fitting.

Use wrench 9995485 .

Scheme 43

1. Remove the pump unit.
2. Remove the rubber seal.

Scheme 44

Use a new dry gasket, no. 3531426-9. Make sure it is fitted correctly. Lubricate the top plane surface of the inside the narrow outer edge with a thick layer of Vaseline.

Lubricate the top edge of the rubber seal so that it does not rub against the nut.

The fuel pump fitting should be fitted with the connection for the heater to the right, see arrow in (Scheme 44).

Note. If the fuel pump fitting is incorrectly mounted, there is a risk of breakdown.

1. Mount the fuel pump fitting.

Scheme 45

Fit the nut on the fuel pump fitting and tighten to 40 Nm with tool 9995485 .

Lightly grease the feed and return connections with Vaseline.

Fit the feed and return lines to the fuel pump fitting. The feed line is marked with yellow, corresponding to the marking on the pump flange.

Fit the couplings straight and press down to the pump's plane surface. Be careful not to damage any O-rings.

Note. Ensure that the lines are correctly positioned.

Connect the cable harness.

Fit the panels and mats.

Checking the residual pressure

1. Switch off the ignition
2. Disconnect the cable between the terminals on the relay base
3. Reinstall the fuel pump (FP) relay.

The line pressure must not fall below 200 kPa within 20 minutes of the fuel pump (FP) being shut-off.

Remedy as necessary.

Other information

1. For the location of and to replace injectors, see, «Injector/pulse damper, replacement»(ref-441137-S38235910632011121500000) .

Choosing a method for taking a reading

It is possible to measure fuel pressure with the car stationary or while being driven. Residual pressure is measured with the car stationary.

For measurement while the car is being driven see Taking fuel pressure readings while driving the car .

1. Continue Refer to «Measuring line pressure»(ref-406819-S07117970432011070100000)

Scheme 46

1. Connect pressure gauge according to «Connecting fuel pressure gauge»(ref-406819-S19543185422011070100000) .
2. Remove central electrical unit cover
3. Remove fuel pump (FP) relay (terminal 103 in central electrical unit)
4. Connect jumper cable across relay base terminals 1 and 3
5. Switch on ignition, fuel pump should start Read off line pressure from pressure gauge. The line pressure should be 375-395 kPa If the fuel pressure is OK, check the residual pressure. Remedy as necessary Other information For location of and to replace the pressure regulator, see «Replacing fuel pressure regulator»(ref-441137-S12689583352011121500000) . For the location of and to replace the fuel pump (FP) relay, see «Replacing relay in engine compartment central electrical unit»(ref-441137-S14236436882011121500000) . For the location of and to replace the fuel pump (FP), see «Fuel pump, replacement»(ref-406819-S28214692092011070100000) . For the location of and to replace the fuel filter, see «Fuel filter, replacement»(ref-406819-S38553831652011070100000) . To disconnect the pressure gauge, see «Disconnecting fuel pressure gauge»(ref-406819-S31429218592011070100000) .

Should the residual pressure be checked?

1. YES Refer to «Checking residual pressure»(ref-406819-S31871622022011070100000)
2. NO OKAY: Troubleshooting has been completed.

Scheme 47

Special tools

9812270

9812273

9812282

9995480

9995484

Scheme 48

Remove

1. throttle pulley cover
2. shield over valve on fuel distribution manifold

Scheme 49

Detach the snap-on couplings from the fuel filter, using a 17 mm wrench to retract the sleeves.

1. Undo the bolt holding the clamp round the filter.
2. Change the filter.

Refit in reverse order.

Checking residual pressure

1. Switch off the ignition
2. Reset fuel pump (FP) relay Line pressure must not fall below 200 kPa within 20 minutes of the fuel pump (FP) being shut-off. Remedy as necessary Other information For the location of and to replace the injector, see «Injector/pulse damper, replacement»(ref-441137-S38235910632011121500000) . For the location of and to replace the fuel pump (FP) relay, see «Replacing relay in engine compartment central electrical unit»(ref-441137-S14236436882011121500000) . For the location of and to replace the fuel pump (FP), see «Fuel pump, replacement»(ref-406819-S28214692092011070100000) . To disconnect the pressure gauge, see «Disconnecting fuel pressure gauge»(ref-406819-S31429218592011070100000) .

Scheme 50

Integrated atmospheric pressure sensor

Scheme 51

Damper motor integrated with electronic unit

Scheme 52

Two signals. Pulse width modulated and lineal signal (digital / analog)

Scheme 53

Line pressure 380 kPa

Scheme 54

Mass air flow (MAF) sensor resistive film. Measurement range 12- 640 kg/h.

Scheme 55

Pump capacity at a line pressure of 380 kPa and 13 V > 125 l/min.

Power consumption at a line pressure of 380 kPa and 13 V max 7. 5 A

Scheme 56

Coil resistance should be approximately 12ohms(at 20°C).

Scheme 57

Piezo resistive lineal pressure sensor. Measurement range 20. 0 -250 kPa.

Scheme 58

Frequency controlled valve. Resistance 29. 7ohms

Scheme 59

Frequency controlled valve. Resistance 3. 7 ohms

Scheme 60

NTC resistance.

Scheme 61

NTC resistance.

Scheme 62

Piezoelectric crystal.

Scheme 63

Magnetic resistive sensor with permanent magnet

Scheme 64

Inductive sensor with permanent magnet Resistance 125. 5 17 ohms

Scheme 65

Linear probe

Preheating, front heated oxygen sensor (HO2S)

Resistance approximately 3 ohms (at 20°C)

Scheme 66

Binary probe

Preheating, rear heated oxygen sensor (HO2S)

Resistance approximately 10 ohms (at 20°C)

Scheme 67

Individually mounted ignition coil with integrated power driver

Scheme 68

Multi electron

Scheme 69

NTC resistance.

Scheme 70

Linear pressure sensor. Measurement range 0 -3100 kPa.

Air conditioning (A/C) pressure switch (Pressostat)

Pressure controlled switch.

Scheme 71

Pulse ratio controlled valve. Resistance 29. 7 1. 4 ohms

Scheme 72

Solenoid valve. Resistance 17 1 ohms

Scheme 73

Piezo electric lineal pressure sensor.

Scheme 74

Frequency controlled mechanical relay

Scheme 75

Mechanical relay. Resistance coil 96 ohms

Scheme 76

Two pole mechanical relay. Resistance 80 ohms

Scheme 77

Mechanical relay. Resistance 80 ohms

Scheme 78

Self-adjusting.

Scheme 79

Self-adjusting.

Scheme 80

Two separate switches.

Scheme 81

Level indicator

Scheme 82

Pressure controlled switch.

The network is made up of a number of control modules (sometimes called nodes) which are connected to each other serially via two communication cables. Each control module is supplied with power and grounded individually and receives messages / commands via the two communication cables. In both networks (high and low speed sides) the control modules are connected to a number of different spurs. In the event of an open-circuit those control modules beyond the open-circuit will not be able to communicate with other parts of the network. However, a failure in one of the spurs can lead to communication failure with one control module while communication in the rest of the same network is working.

Scheme 83

The network consists of two parts: a high speed side (HS CAN) which transmits signals/messages between the central electronic module (CEM) and control modules mainly in the engine compartment, and a low speed side (LS CAN) which transmits signals/messages between the central electronic module (CEM) and control modules in the passenger compartment and the luggage compartment.

The interface between the high and low speed sides is supplied by the central electronic module (CEM) which converts the transmission speed up or down for communication between the two network sides.

Scheme 84

The data link connector is located in the passenger compartment near the driver's station. Cables for high-speed side (HS CAN) and low-speed side (LS CAN) are connected to the data link connector.

Scheme 85

1. Pin 3 LS CAN (low-speed side) (H-cable)
2. Pin 4 Chassis ground
3. Pin 5 Signal ground
4. Pin 6 HS CAN (high-speed side) (H-cable)
5. Pin 11 LS CAN (low-speed side) (L-cable)
6. Pin 14 HS CAN (high-speed side) (L-cable)
7. Pin 16 Voltage feed

Note. The data link connector's other connections may be used by other functions. This service information only describes connections related to CAN.

Transmission speeds

The Volvo control area network (CAN) has two transmission speeds.

1. The HS CAN (High speed) has a transfer speed of 500 kbit/s
2. The LS CAN (Low speed) has a transfer speed of 125 kbit/s.

1 kbit/s = 1024 bits per second (1byte = 8 bits).

For serial communication (Volcano Lite) between a control module and a slave control module the transmission speed is 9. 6 kbit/s.

Terminating resistor

High-speed net HS CAN (High Speed), example

Scheme 86

Low-speed net LS CAN (Low Speed), example

Scheme 87

To prevent electrical reflections and interference in the CAN network, there are terminating resistors which bridge CAN H (High) and CAN L (Low), one at each end (main line) on both the high and low speed sides of the network. Each terminating resistor has a resistance of 120 ohms.

1. For the HS CAN (High Speed) the terminating resistor is in the steering wheel module (SWM) and the engine control module (ECM)
2. For the LS CAN (Low Speed) the terminating resistors are in the driver information module (DIM) and the supplemental restraint system module (SRS).

Resistance measurement of parallel circuit with terminating resistor

Both the terminating resistors create a parallel circuit. The following resistances can be measured under specified conditions

1. When the control area network (CAN) is intact the resistance on each side of the network is approximately 60 ohms.
2. In case of open circuits on the cables, so that a terminating resistor is not included in the circuit, the resistance in the net is approx. 120 ohm (only one main line is measured).
3. An open circuit on the cables to control modules located "outside" the measured circuit cannot be detected with this measurement.
4. In case of short-circuiting between the communication cables, the resistance is approx. 0 ohm between the cables, regardless of where the short-circuiting is located.

Scheme 88

Scheme 89

Scheme 90

The number of control modules in the CAN varies depending on the level of equipment, the vehicle model and the structure week.

Note. To troubleshoot respective CAN-net, see appropriate diagnostic service information for CAN-related diagnostic trouble codes for Central electronic module (CEM). For example, choose any of CEM-DF01 - DF17 depending on CAN-net.

Removing

Remove

1. the battery lead from the battery negative terminal
2. the auxiliaries belt. Use «9997109»(ref-403953-S16738480202011061000000)
3. the cold air inlet hose to the control module
4. the dipstick tube

Scheme 91

Remove

1. the power steering pump's 3 x mounting screws through the pulley holes
2. the connector with holder from the power steering pump.

Scheme 92

Remove

1. the servo hoses and the engine coolant hoses from their holders/clips. Remove the tie strap for the servo hose by the suspension turret
2. the expansion tank for the coolant and servo reservoirs from the mounting on the spring strut turret
3. the connector and place the reservoirs on the engine.

Place the power steering pump on the engine.

Scheme 93

Remove

1. the upper screw for the generator
2. the screws common to the generator and the compressor.

Slacken off the lower screws for the compressor (so that there is some clearance).

Rest the generator against the radiator and the A/C compressor.

Scheme 94

Slacken off the hose clamp for the charge air pipe on the throttle body (TB).

Remove the charge air pipe from the throttle body.

Scheme 95

Remove

1. the air duct for the air cleaner (ACL) housing
2. the 4 x screws holding the shroud for the engine cooling fan (FC).

Push the shroud slightly to one side. Pull up the relay holder and separate the connectors for the fan.

Remove

1. the charge air hose from the charge air cooler (CAC)
2. hoses and wiring from their holders
3. the 2 x engine cooling fan (FC) relays from the fan shroud by bending the relays inwards slightly towards the engine compartment and pulling upwards.

Open the tie strap for the wiring.

Remove

1. the connectors with holders on both sides of the fan shroud
2. the evaporative emission system (EVAP) valve from the engine cooling fan (FC) shroud
3. engine cooling fan (FC) and shroud.

Scheme 96

Remove the 4 x screws for the throttle body.

Note. For tightening torques, see: Tightening torque

Scheme 97

Lift up the throttle body and position it between the radiator and the intake manifold.

Position paper underneath the throttle body.

Clean the throttle and the air duct according to the following method.

Note. Do not use compressed air when cleaning the throttle body.

Scheme 98

Clean the throttle body (TB) using cleaning agent 1161826 and apply using a brush or similar.

Ensure that all deposits are removed from the surfaces marked in the illustration.

Scheme 99

Carefully wipe clean the inside of the air channel on both sides of the throttle disc. Also wipe clean the edge of the throttle disc.

Installing the throttle body

Install

1. the throttle body. Use a new gasket
2. the 4 x screws to contact.

Scheme 100

Remove the pipe screws from intake manifold.

Disconnect the hose (1) from the nipple.

Remove the oil filler cap.

Blow the hose (1) clean with compressed air.

Clean the hose with an electrical cable ø 2. 0 mm.

Note. If the hose is clogged, use a welding rod (max ø 2. 0 mm , approximately 250 mm long) to clean the hose.

Clean the nipple (2) using a ø 2. 0 mm drill or a welding rod.

Install

1. the hose on the nipple
2. the pipe screws with new gaskets
3. the oil filler cap.

Raise the vehicle.

Remove the splash guard under the engine.

Tighten

1. the pipe screws.
2. the 4 x screws for the throttle body.

Install the splash guard under the engine.

Lower the vehicle.

Installing alternator

Install

1. the generator in the correct position
2. the upper screw, but do not tighten
3. both screws common to the generator and A/C compressor, but do not tighten.

Tighten

1. the upper screw.
2. the lower screws for the A/C compressor.
3. the screws common to the generator and the A/C compressor.

Install

1. the fan shroud with the 4 x screws
2. the holder for the connector before the lower screw on the left-hand side (vehicle's) of the fan shroud Tighten the lower screws. Thread the two uppermost screws
3. the fan's connectors
4. engine cooling fan (FC) relays in the holder
5. the evaporative emission system (EVAP) valve to the engine cooling fan (FC) shroud
6. the connector with holder on the right-hand side of the fan shroud
7. the tie strap around the wiring
8. hoses and wiring in their holders/clips
9. the charge air hose to the charge air cooler (CAC)
10. the relay holder. Tighten the upper screws.

Installing the charge air pipe

Install the charge air pipe on the throttle body.

Tighten the hose clamp for the charge air pipe on the throttle body.

Installing the power steering pump

Install

1. the power steering pump
2. the 3 screws.
3. the servo reservoir and the expansion tank in the mounting on the spring strut turret
4. the tie strap around the servo hose at the spring strut turret
5. the servo hose and the holder on the belt cover on the power steering pump
6. the connector with holder on the power steering pump
7. the engine coolant hose to the holder on the control module box
8. The holder with the engine coolant hose to the servo hose

Install

1. the auxiliaries belt. Use «9997109»(ref-403953-S16738480202011061000000)
2. the dipstick tube
3. the cold air inlet hose to the control module
4. the air duct for the air cleaner (ACL) housing.

Move the ignition key to position 2.

Reconnect the battery lead to the battery negative terminal.

Repeated crankcase ventilation reading

Calibrate. Crankcase ventilation, check

Scheme 101

1. Ignition off.
2. Remove all spark plugs. Check the spark plugs for cracks in the porcelain, the spark gap and for carbon and other deposits. If uncertain - replace the spark plugs.

Was a fault detected?

1. YES Refer to «Replacing component»(ref-406819-S12531235862011070100000)
2. NO Refer to «Checking the fuel injection system and components»(ref-406819-S04355952492011070100000)

Replacing component

Replace all spark plugs.

Checking the fuel injection system and components

In the event of diagnostic trouble codes (DTCs), that affect camshaft control or camshaft reset valve, these must be fault-traced first.

Check that the engine oil level is correct.

Check the induction system for air leaks.

Check the function of the crankcase ventilation.

Check the fuel pressure and residual pressure.

Check that the engine seals tight.

Check the flywheel for damage.

Other information

1. See «Check for air leaks in the intake system»(ref-406872-S31845704342011070100000)
2. See «Checking fuel and residual pressures»(ref-406819-S35019117762011070100000)
3. See «Cylinder leakage test»(ref-406887-S30330116682011070100000)

Scheme 102

Explanation

Not all the parameters described need to be implemented in the control module. This varies from system to system.

Frozen values are parameter values that are stored when a diagnostic trouble code (DTC) is stored.

Bank 1 indicates cylinders 1-3 on 6 cylinder engines and all cylinders on 5-cylinder engines.

Bank 2 indicates cylinders 4-6 on 6-cylinder engines.

Condition, fuel trim bank X

Fuel trim can assume 5 different conditions

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 2 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 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.

Calculated load, %

Indicates the calculated engine load. The value is given as a percentage of full load.

Engine coolant temperature (ECT), °C

Indicates the engine temperature. The value is given in °C.

Engine speed, RPM

Indicates the engine speed (RPM). The value is given in RPM

Vehicle speed, km/h

Indicates the vehicle speed. The value is given in km/h.

Boost pressure

Indicates the engine volumetric efficiency. The value is given as a % compared to the atmospheric pressure (during positive boost pressure the value will be higher than 100%).

Battery voltage

Indicates the system voltage. The value is given in volts.

Throttle angle

Indicates the throttle angle. The value is given as a percentage of maximum reading.

Air mass

Indicates the mass air flow. The value is given in kg/h.

Outside temperature

Indicates the outside temperature. The value is given in °C.

Distance

Indicates the mileage when the diagnostic trouble code (DTC) was stored. The value is given in km.

ECU power supply (V)

The value indicates the voltage supply from the system relay to the engine control module (ECM).

Atmospheric pressure (Pa)

The value indicates the ambient pressure. The Engine control module (ECM) receives a signal from the atmospheric pressure sensor.

HINT: The sensor is integrated in the Engine control module (ECM).

Fuel level (l)

The value shows the fuel level in the tank. The Engine control module (ECM) receives a signal from fuel level sensor.

HINT: The sensor is connected to the Central electronic module (CEM) and information is sent to the Engine control module (ECM) via CAN.

Ambient temperature (°C)

The value indicates the ambient temperature. The Engine control module (ECM) receives a signal from the outside temperature sensor.

HINT: The sensor is connected to the Central electronic module (CEM) and information is sent to the Engine control module (ECM) via CAN.

Fuel tank pressure (Pa)

The value indicates the calculated tank pressure. The Engine control module (ECM) calculates the average pressure with the help of the measured power consumption on the leak diagnostic unit's pump. The pressure will rise from 0 Pa to approx. 4500 Pa during the test.

HINT: The calculated pressure can differ from the measured pressure by 15 %. This is normal.

Estimated leak (mm)

The value shows the diameter of the leak. The Engine control module (ECM) calculates the diameter with the help of measurements made during testing.

HINT: The parameter should be used to get an understanding of how close to the diagnostic trouble code limit the system is. If the estimated size of the leak is very close to the diagnostic trouble code limit, fault tracing should probably be carried out despite the test result for the tank system showing "No leakage found", especially if the diagnostic trouble code (DTC) for leakage was initially generated.

The value indicates the voltage supply from the system relay to the engine control module (ECM).

The value indicates the ambient pressure. The Engine control module (ECM) receives a signal from the atmospheric pressure sensor.

HINT: The sensor is integrated in the Engine control module (ECM).

The value shows the fuel level in the tank. The Engine control module (ECM) receives a signal from fuel level sensor.

HINT: The sensor is connected to the Central electronic module (CEM) and information is sent to the Engine control module (ECM) via CAN.

The value indicates the ambient temperature. The Engine control module (ECM) receives a signal from the outside temperature sensor.

HINT: The sensor is connected to the Central electronic module (CEM) and information is sent to the Engine control module (ECM) via CAN.

The value indicates the calculated tank pressure. The Engine control module (ECM) calculates the average pressure with the help of the measured power consumption on the leak diagnostic unit's pump. The pressure will rise from 0 Pa to approx. 4500 Pa during the test.

HINT: The calculated pressure can differ from the measured pressure by 15 %. This is normal.

The value shows the diameter of the leak. The Engine control module (ECM) calculates the diameter with the help of measurements made during testing.

HINT: The parameter should be used to get an understanding of how close to the diagnostic trouble code limit the system is. If the estimated size of the leak is very close to the diagnostic trouble code limit, fault tracing should probably be carried out despite the test result for the tank system showing "No leakage found", especially if the diagnostic trouble code (DTC) for leakage was initially generated.

1. Connect adapter «9995484»(ref-403953-S18615313142011061000000) to fuel draining unit «9812270»(ref-403953-S06137301002011061000000) «9812273»(ref-403953-S13586864282011061000000) and «9812282»(ref-403953-S26175172122011061000000).
2. Connect adapter to fuel rail valve in locked position (see "1" valve closed in see scheme 126 ).
3. Start fuel drainage unit.
4. Unlock adapter (see "2" valve open in see scheme 126 ).
5. Raise the car.

Scheme 103

Remove

1. cap from valve on fuel filter.
2. connect venting hose «9995480»(ref-403953-S01298150792011061000000) to valve upstream of fuel filter.

System takes approximately 2 minutes to drain.

Installing

1. Reinstall components in reverse order.

Alternative

There are two different methods for draining the fuel tank depending on whether the fuel pump works.

HINT: If the tank is more than half full, it can take a long time to drain. Alternative 2 could then be preferable even if the fuel pump works.

1. Alternative 1: if the fuel pump works, see «Draining the fuel tank via the fuel rail»(ref-406819-S36208301922011070100000)
2. Alternative 2: if the fuel pump does not works, see «Draining a lowered fuel tank (AWD only)»(ref-406819-S11507725502011070100000)

Connect an exhaust evacuator and start the engine.

Removing the cover

Remove

1. the cover of the throttle control reel
2. the protective cap over the fuel rail valve.

Fitting the cover

Refit the equipment in reverse order.

Do not forget to remount the protection and covers over the valves and return the fuel to the fuel tank once repairs are complete.

If the fuel pump does not work, the fuel system must be drained in accordance with Draining fuel injection system and the entire rear axle including the fuel tank lowered according to Changing the fuel tank, AWD .

Fuel tank, replacing

Special tools

9812270

9812273

9812282

9985972

9995484

9995485

9995561

9995666

9995673

First see Safety regulations for handling fuel .

Draining the fuel tank

To drain the fuel tank, see Draining the fuel tank AWD and 2WD/ORVR

If you have drained the fuel tank according to the "non working fuel pump" method continue according to Changing the fuel tank .

Draining the fuel system

To drain the fuel system, see Draining fuel injection system .

Scheme 104

Removing the cargo compartment floor

Remove the front and rear cargo compartment floor.

Scheme 105

Unplugging connectors

Unplug the connectors of the ABS sensor and fuel gauge.

Remove the connector holder and the front cover.

Feed the lines through the hole.

Scheme 106

Removing the filler pipe

Remove the lock ring of the rubber bellows.

Press in the rubber bellows with the filler pipe into the wheel housing.

Scheme 107

Removing the rear wheel

Remove

1. the rear wheel
2. the wheel arch liner and mud flap of the RH wheel housing.

Scheme 108

Disconnecting the EVAP lines of the fuel tank

Remove the protective cover from the fuel lines.

Removing the protective covers from the fuel tank

Remove

1. the protective covers along the front edge of the fuel tank (3 plastic nuts on each cover)
2. all pipes from the plastic clips on the fuel tank.

Scheme 109

Removing the exhaust pipe

Remove the rear exhaust pipe and silencers.

Scheme 110

Detaching the longitudinal stay mountings

Detach the longitudinal stay mountings from the body.

Position an engine lift gently against the longitudinal stay mounting.

Remove

1. the bolts for the jack attachment and longitudinal stay mounting in the body, both sides
2. the engine lift.

Undo

1. three-way branching on LH jack attachment.
2. the front brake pipe from the 4 clips under the car.

Scheme 111

Removing the hand brake cable

Remove the hand brake cable from the jack attachment by drilling out the pop rivet (B).

Tie the jack attachment to the longitudinal stay brackets (A). Use a cable tie.

Scheme 112

Removing the propeller shaft

Mark the propeller shaft in relation to the driver.

Note. Note the bolt length and location on the CV joint. See the table below (standard bolts for front and rear CV joints and balancing bolts for rear joint).

Remove the propeller shaft bolts. Use holding tool 9995561 . Move the shaft to one side.

Standard bolts for front and rear universal joint and balancing bolts for rear joint

Note. Before removing the propeller shaft from the companion flange: Carefully mark the position of the propeller shaft in relation to the companion flange. Check also whether balancer bolts are fitted. Where applicable, note the position and length of the balancer bolts.

Note. If the previous propeller shaft is refitted without replacement of the rear joint or removal or replacement of the companion flange on the differential, perform the following: fit the propeller shaft using the markings made upon removal. Use new bolts of the same length as those removed. If the propeller shaft is to be changed, the new shaft must be fitted with new bolts of standard length.

Scheme 113

Lowering the torque tube

Position the jack 9985972 against the torque tube.

Remove the bolt and lower the torque tube with the engine lift.

Scheme 114

Positioning the lift table

Place the lift table with fixture under the tank and link arms. See illustration.

Scheme 115

Removing the tank strap bolts

Remove the tank strap bolts from both sides.

Scheme 116

Removing the rear axle member bolts

Remove the bolts securing the rear axle member to the body on both sides.

Scheme 117

Lowering the rear suspension with fuel tank

Carefully lower the rear suspension and fuel tank about 30 cm.

Check that the fuel filler pipe is clear of the wheel arch liner.

Note. Check also that the fuel line between the fuel level sensor and the ejector pump does not foul the body during lowering.

Note. Check that the brake pipes are clear.

Scheme 118

Removing fuel lines

Unhook the fuel lines from their mountings.

Scheme 119

Removing fuel line fittings

Remove

1. the fuel lines from the fuel pump and ejector pump, use special tool «9995666»(ref-403953-S24236455152011061000000)
2. the fuel line attachments between the fuel pump and fuel filter.

Note. Do not remove the fuel line between the fuel pump and the ejector pump.

Removing the fuel lines from the clips

Remove the return line from the ejector pump (LH side).

Scheme 120

Removing the pump units

Remove

1. the pump unit on the left-hand side
2. pump unit on right-hand side. Use special tool «9995485»(ref-403953-S37993232752011061000000) .

Removing the tank pressure sensor (certain markets only)

1. Cut off the cable tie from around the cable harness.
2. Bend aside the cable harness.
3. Remove the bolt and twist out the bracket and tank pressure sensor.
4. Remove the fuel line holder from the tank pressure sensor.
5. Remove the tank pressure sensor.

Transferring to the new fuel tank

Change the fuel tank with a new one.

Transfer

1. Filler pipe
2. Heat shield

Fitting the tank pressure sensor (certain markets only)

1. Fit the fuel line and holder.
2. Fit the tank pressure sensor.
3. Twist the bracket back into position and screw into place.
4. Return the cable harness to its original position.
5. Secure the cable harness with a cable tie.

Scheme 121

Fitting the fuel pump units

Install

1. new gaskets
2. the LH pump unit
3. the RH pump unit.

Grease all contact surfaces of the pump units' retaining nuts with Vaseline.

Note. Do not apply Vaseline to the nut threads.

Tighten the nuts with 40 Nm . Use special tool 9995673 as a counterhold. The tool's indicator tip must be between the markings on the fuel tank in order for the placement of the pump units to be correct.

Note. Make sure the pump units are correctly positioned so that the fuel gauge shows the correct value.

Fitting

Refit the equipment in reverse order.

Do not forget to return the fuel to the tank once repairs are completed.

Vacuum pumping

Let the vacuum pumping continue for at least 50 minutes.

Amount of coolant in the A/C system

The amount of coolant which is held in the A/C system is stated on a specification decal on the cross member in the engine compartment.

Filling and leak-finding is done via a service valve on the front.

Note. Also do a complete leak check using a leak detector on the connections of components which have been replaced.

Engine control module (ECM), replacing

Special tools

9995722

Points to observe when replacing the control module

Scheme 122

1. Ignition off. Wait for 2 minutes
2. Remove the cover over the control module box. Put the cover to one side. NOTE: Do not touch the control module's pins with your fingers. Static electricity may damage components in the control module.
3. Insert tool «9995722»(ref-403953-S10522720692011061000000) around the control module.
4. Move the upper section of the tool backwards as far as it will go. Pull up the tool
5. Carefully pull up the control module.

Scheme 123

1. Check that no pins or sockets are damaged on the connector.
2. Gently press the control module down into the grooves inside the control module box. Press to the limit position.
3. Insert tool «9995722»(ref-403953-S10522720692011061000000) around the control module.
4. Move the upper section of the tool forwards as far as it will go. Pull the tool up
5. Press the cover into place over the control modules
6. Check that the air ducts are correctly positioned.

Ordering software

Order software. See

After downloading the software or replacing the engine control module (ECM), the throttle unit must be adapted according to vehicle communication input: "Adapting the throttle unit". Remedy as necessary.

Check that no diagnostic trouble codes have been stored during the repair.

Test drive the car. Check that the function of the engine is OK.

Removing the temperature sensor

Remove the cap from the expansion tank.

Raise the car. Remove the lower splash guard.

Position a container under the engine drain cock. Drain the engine coolant.

Close the cock.

Install the lower splash guard.

Lower the car.

Scheme 124

Remove the screw holding the engine stabilizer brace to the bracket on the engine.

Undo the clamp holding the return hose for the power steering.

Remove the cross stay.

Scheme 125

Remove the crankcase ventilation pipe from the intake manifold. Start with the cover.

Remove the plastic hoses between the turbocharger (TC) and the charge air cooler and between the air cleaner (ACL) and the turbocharger (TC).

Remove the clamp for the intake manifold at the turbocharger (TC) for cylinders 1, 2 and 3. Detach the upper section of the pipe by turning it towards the firewall.

Scheme 126

Remove

1. the upper timing belt cover. Lift up the servo reservoir and place it on top of the engine. WARNING: Seal the cover for the servo reservoir. Check that no oil leaks out. Servo oil is highly inflammable.
2. the screw for the front timing belt cover. See «EXPANSION TANK»(ref-406868-S38156518612011070100000)
3. the timing belt cover. Disconnect the connector for the sensor cable.

Remove the variable valve timing solenoids and place them to one side.

Remove the screw for the cable duct.

Scheme 127

Remove the thermostat housing with the cable duct.

Clean the mating surfaces of the cylinder block. Ensure that no dirt enters the fluid ducts.

Scheme 128

Secure the thermostat housing in a vise. Remove the sensor.

Note. Handle the thermostat housing carefully when securing it in the vise.

Installing the temperature sensor

Note. For tightening torques, see Tightening torque .

Clean the thermostat housing mating surfaces. Ensure that there is no dirt left in the thermostat housing.

Install

1. the new sensor. Use a new gasket . Tighten to 20 Nm . Ensure that the sensor cable is correctly routed in the thermostat housing and in the cable duct
2. the thermostat housing using a new gasket. Tighten to 17 Nm
3. the screw for the cable duct. Tighten to 10 Nm
4. the variable valve timing solenoids. Tighten to 10 Nm
5. the front timing belt cover. See «Installing the front timing cover»(ref-406868-S32651345122011070100000) . The mudguard over the right drive shaft boot may come loose. If this happens, secure it from underneath
6. the screw for the front timing belt cover. Tighten to 12 Nm
7. the servo reservoir. Check that the hoses are correctly positioned
8. the upper timing belt cover.

Install the plastic hoses between the turbocharger (TC) and the charge air cooler and between the air cleaner (ACL) and the turbocharger (TC).

Install the crankcase ventilation pipe on the intake manifold.

Tighten all hose clamps.

Install

1. the engine stabilizer brace. Tighten to 50 Nm
2. the torque rod on the bracket on the engine. Tighten to 80 Nm
3. the clamp holding the return hose for the power steering.

Engine coolant temperature (ECT) sensor, replacing (B5244S; 2001-2007)

S60, V70 2000-, S80

1. For B5244S/S2 1999-, see «Thermostat / temperature sensor, engine coolant, replacing»(ref-406880-S41161998922011070100000)
2. For B5244S/S2/S6 2002-, see «Replacing the thermostat and/or engine coolant temperature sensor»(ref-406880-S13577915242011070100000) .

Engine cooling fan (FC), replacing

See Engine cooling fan (FC), replacing

Engine speed (RPM) sensor, replacing (B5244T5; B5254T2; B5254T4; 2003-2007)

S60, V70 2000-, V70 XC 2001-/XC70

1. For B5xx4T -2001, see «Replacing the engine speed (RPM) sensor»(ref-406817-S33722039142011070100000)
2. For B5xx4T 2002-, does not apply to B5244T5, see «Replacing the engine speed (RPM) sensor»(ref-406817-S01358213312011070100000)
3. For B5244T5 2005-, see «Engine speed (RPM) sensor, replacing»(ref-406817-S19853553352011070100000) .

Scheme 129

1. Jack up the car.
2. Remove protection cover from under engine.
3. Drain the coolant as described in «Replacing radiator/charge air cooler (CAC)»(ref-441137-S28358017212011121500000) .
4. Lower the car.
5. Release coolant hose from thermostat housing using pliers.
6. Remove thermostat housing.
7. Remove sensor.

Scheme 130

1. Jack up the car.
2. Remove protection cover from under engine.
3. Drain the coolant as described in «Radiator / charge air cooler (CAC), replacement»(ref-406880-S42243978032011070100000) .
4. Lower the car.
5. Loosen oil reservoir for servo pump as described in «Fluid reservoir, reservoir»(ref-441120-S15462566422011121500000) .
6. Remove coolant reservoir and put it to one side.
7. Remove screws and outer/upper timing-gear casing.
8. Remove screws and wire channel.
9. Disconnect connector.
10. Remove 4 screws and thermostat housing.
11. Remove sensor and wires.

Engine temperature sensor, 6-cylinder

1. Install thermostat housing sensor.
2. Position wires in slot on thermostat housing.

Note. The white marks should be positioned in lower opening of slot, from underneath.

1. Position gasket on thermostat housing correctly and install thermostat housing using two of the screws.
2. Position thermostat housing correctly and tighten the four screws.
3. Position wire channel correctly and position wire in channel.
4. Tighten screw on wire channel.
5. Connect the connector.
6. Install outer/upper timing-gear casing.
7. Install coolant reservoir.
8. Install oil reservoir for servo pump as described in «Fluid reservoir, reservoir»(ref-441120-S15462566422011121500000) .

Follow-on work, 6-cylinder

1. Fill up coolant.
2. Warm the engine until the thermostat opens. Switch engine off and check the level. Re-fill if necessary.
3. Check for leaks.
4. Check in VIDA vehicle communication (read-out of parameter values), for current engine system, that the engine temperature shown appears correct.

Engine temperature sensor, 5-cylinder

Install in reverse order.

Follow-on work, 5-cylinder

1. Fill up coolant.
2. Warm the engine until the thermostat opens. Switch engine off and check the level. Re-fill if necessary.
3. Check for leaks.
4. Check in VIDA vehicle communication (read-out of parameter values), for current engine system, that the engine temperature shown appears correct.

The control area network (CAN) is monitored and controlled by the central electronic module (CEM). When the central electronic module (CEM) detects a fault in the controller area network (CAN) a diagnostic trouble code (DTC) is stored in the central electronic module (CEM). There are different types of diagnostic trouble codes (DTCs) depending on the type of fault.

Fault types which are processed are

1. Electrical faults
2. No communication from a control module
3. Faulty communication.

Note. To troubleshoot respective CAN-net, see appropriate diagnostic service information for CAN-related diagnostic trouble codes for Central electronic module (CEM). For example, choose any of CEM-DF01 - DF17 depending on CAN-net.

Electrical faults

In the event of errors in the signal levels on the communication cables for the central electronic module (CEM) a diagnostic trouble code (DTC) is stored in the central electronic module (CEM). A check is carried out on each communication cable to the central electronic module (CEM), CAN L, CAN H on the low speed side and CAN L and CAN H on the high speed side. The faults that can be detected by the central electronic module (CEM) are

1. Short-circuit of controller area network (CAN) wiring to supply voltage
2. Short-circuit of controller area network (CAN) wiring to ground
3. Short-circuit between the control area network (CAN) cables
4. Open-circuit in the CAN H.

This allows a total of 12 electrical diagnostic trouble codes (DTCs) in the controller area network (CAN).

The diagnostic trouble codes for electrical faults are CEM-DF0X for the low speed network and CEM-DF1X for high speed network.

No communication from a control module

The central electronic module (CEM) knows which control modules are in the control area network and checks that all the control modules communicate. If any control module on the control area network (CAN) does not communicate a diagnostic trouble code is stored in the central electronic module (CEM). There is a diagnostic trouble code (DTC) for each control module. The diagnostic trouble codes (DTCs) are CEM-DEXX.

Faulty communication

Each control module except for the central electronic module (CEM) has two diagnostic trouble code (DTC) types related to faulty communication. The central electronic module (CEM) only has one type of diagnostic trouble code (DTC).

These are

1. Faulty messages
2. Faulty configuration.

There is no diagnostic trouble code (DTC) for faulty configuration in the central electronic module (CEM) because the CEM is always the Master in the network.

Faulty messages

The diagnostic trouble codes (DTCs) for faulty communication are XXX-E000 for the high speed network and XXX-E001 for the low speed network.

The control modules continuously monitor the traffic on the controller area network (CAN). If a control module receives a message that it cannot interpret, it transmits an error message on the controller area network (CAN). This is called an Error-Frame. The control modules also have a function to detect faulty messages that they transmit themselves. This stops interference with other communication on the controller area network (CAN). If there is significant interference on the network the control modules that are not communicating properly can shut themselves down (this state is called Bus-Off). When a control module shuts itself down it neither receives or transmits information.

So that the vehicle does not suddenly stop and so that functions do not disappear entirely when controller area network (CAN) communication fails, certain control modules have a Limp-Home function. This means that control modules necessary for driving or safety (for example the engine control module (ECM) and transmission control module (TCM)) continue in a state of limited functionality with predefined or estimated values. As an example, if communication is lost with the transmission control module (TCM) the transmission will use a predefined gear. The intention here is that the customer can at least drive to a workshop. The control module remains in this mode until the power supply to the control module is switched off. When the power supply is connected the control module will make a new attempt to communicate.

Configuration fault

The diagnostic trouble code for configuration fault is XXX-E003.

The central electronic module (CEM) transmits its configuration ID in the frames it transmits to other control modules. For the control modules on the controller area network (CAN) to communicate with each other they must have the same configuration ID. This is because a control module only listens for messages containing its own configuration ID. If the signal configuration of a control module does not correspond to the signal configuration of the central electronic module (CEM), a diagnostic trouble code (DTC) is stored in the control module with the faulty signal configuration.

Note. This means that a control module will store diagnostic trouble code (DTC) XXX-E003 if it does not "hear" the central electronic module (CEM) at all. This also applies if there is a fault in the control module software. If there is an open-circuit in controller area network (CAN) this means that a control module cannot "hear" the central electronic module (CEM).

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.

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.

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.

Fuel pressure gauge

Special tools

9812270

9812273

9812282

9989725

9995011

9995479

Scheme 131

1. Supplement pressure gauge «9995011»(ref-403953-S13051471402011061000000) with adapter «9989725»(ref-403953-S30652708112011061000000) and nipple «9995479»(ref-403953-S17462459562011061000000) before use.
2. Connect adapter to valve on fuel rail, with adapter in locked position (see "1" valve closed in (Scheme 131) ).
3. Turn pressure gauge cock towards nipple «9995479»(ref-403953-S17462459562011061000000).
4. Connect pressure gauge second connector to fuel draining unit «9812270»(ref-403953-S06137301002011061000000), «9812273»(ref-403953-S13586864282011061000000) and «9812282»(ref-403953-S26175172122011061000000).
5. Unlock adapter (see "2" valve open in (Scheme 131) ).

Scheme 132

1. Ignition off.
2. Start draining unit.
3. Turn pressure gauge cock to mid-position.
4. Lock adapter (see "1"valve closed in (Scheme 132) ).
5. Disconnect adapter from valve.
6. Stop draining unit.
7. Reinstall equipment.

Fuel pressure sensor

Operation Number(s): 28406-3

Note. Removal steps in this procedure may contain installation details.

Work on the fuel system. Safety regulations for handling fuel

Depressurize the fuel system. Fuel system pressure release

Scheme 133

Blow clean with compressed air around the fuel pressure sensor.

Remove the following items

1. cable tie
2. Connector
3. screw.

Scheme 134

Place paper under the fuel pressure sensor to take care of any petrol that may remain in the fuel distribution pipe.

Cut out the bottom of a plastic bottle and place on the paper.

Remove the fuel pressure sensor.

Lubricate the O-ring on the new fuel pressure sensor.

Install the following items

1. the fuel pressure sensor
2. screw
3. cable tie
4. the connector
5. cable in the cable tie.

Start the engine and check that there are no leaks.