Volvo 850 Repair Manual PDF

2.3l_5_cyl_vin_57.
pdf
2.4l_5_cyl_vin_55.pdf
850-960-CoolingSystemSpecifications.pdf
850-960-DriveBeltRouting.pdf
850-960-EngineCoolingFan.pdf
AC-HeaterSystem-Auto.pdf
AC-HeaterSystem-Manual.pdf
Adjustments-Turbo.pdf
Adjustments.pdf
AirBagRestraintSystem.pdf
AlternatorAndRegulator.pdf
AntiLockBrakeSystemAndTractionControl.pdf
AntiTheftSystem.pdf
AutoTransDiagnosis.pdf
AutoTransmissionRemoval.pdf
AutoTransmissionServicing.pdf
AxleShafts-Front.pdf
BasicTesting-Turbo.pdf
BasicTesting.pdf
BrakeSystem.pdf
Clutch.pdf
CruiseControlSystem.pdf
ElectricalComponentLocator.pdf
EmissionApplication.pdf
EngineTheoryOpertion.pdf
EngineVIN-Identification.pdf
EngineWiringDiagrams-Turbo.pdf
EngineWiringDiagrams.pdf
FrontSuspension.pdf
FusesAndCircuitBreakers.pdf
InstrumentPanel.pdf
JackingAndHoisting.pdf
KeylessEntrySystem.pdf
MaintenanceInfo.pdf
ManualTransmissionRemoval.pdf
ManualTransmissionServicing.pdf
PINVoltageCharts-Turbo.pdf
PINVoltageCharts.pdf
PowerMirors.pdf
PowerSeats.pdf
PowerSeatsMemory.pdf
PowerSteeringRack.pdf
PowerSunroof.pdf
PowerWindows.pdf
RearSuspension.pdf
RemoveInstallOverhaul-Turbo.pdf
RemoveInstallOverhaul.pdf
RidingHeightAdjustment.pdf
ScheduledServices-Turbo.pdf
ScheduledServicesNonTurbo.pdf
SensorRangeCharts-Turbo.pdf
ServiceReminderLightResetProcedures.pdf
Specifications-Turbo.pdf
Specifications.pdf
Starter-Bosch.pdf
SteeringColumnSwitches.pdf
SystemComponentTests-Turbo.pdf
SystemComponentTests.pdf
SystemWiringDiagrams.pdf
TroubleshootingWithCodes-NonTurbo.pdf
TroubleshootingWithCodes-Turbo.pdf
TroubleshootingWithoutCodes-NonTurbo.pdf
TroubleshootingWithoutCodes-Turbo.pdf
TurboOperationTheory.pdf
TyreJackFault.pdf
VacuumDiagrams-Turbo.pdf
VacuumDiagrams.pdf
Waveforms.pdf
WheelAlignmentSpecificationsProcedures.pdf
WheelAlignmentTheoryOperation.pdf
WiperWasherSystem.pdf
2.3L 5-CYL VIN [57]
1995 Volvo 850
1995-96 ENGINES
Volvo - 2.3L 5-Cylinder
850
* PLEASE READ THIS FIRST *

NOTE: For repair procedures not covered in this article, see
ENGINE OVERHAUL - GENERAL INFORMATION article in GENERAL
INFORMATION section. Repair information for this engine is
not available at time of publication.
ENGINE IDENTIFICATION
Engine may be identified by using Vehicle Identification
Number (VIN) stamped on a metal pad, located near lower left corner of
windshield. The sixth and seventh character identifies engine model.
Engine identification number, located on left side of
cylinder block below cylinder head, may be required when ordering
replacement parts.
ENGINE IDENTIFICATION CODES TABLE

Engine Code
2.3L (Turbo) .......................................... 57

ADJUSTMENTS
VALVE CLEARANCE ADJUSTMENT

Engine is equipped with hydraulic lifters. No valve
adjustment is necessary.
REMOVAL & INSTALLATION

NOTE: For reassembly reference, label all electrical connectors,
vacuum hoses and fuel lines before removal. Also place
mating marks on other major assemblies before removal. Hood
removal is not necessary, as hood opens to horizontal
position. Removal and installation information for
turbocharger is not available at time of publication.
FUEL PRESSURE RELEASE

Fuel Pump Pressure Release
Before disconnecting any lines, cover fuel line connector
with shop towel to absorb any fuel left in line. With ignition key
removed from ignition switch, reconnect relay.
ENGINE
Removal
1) Remove expansion tank cap. Raise and support vehicle.
Remove splash guard and air baffle under engine. Drain all coolant by
opening drain cocks on cylinder block and radiator. Remove front
wheels, steering arm/wheel spindle joints, and nuts securing ball
joints to support arms.
2) Remove ABS wire and brake line retaining bracket bolt
located on inner fender panel, close to bottom of strut. Remove left
drive axle shaft. See AXLE SHAFTS - FWD article in DRIVE AXLES
section. Disconnect 2 thin Black hoses from evaporative fuel canister.
Remove White vacuum hose from vacuum reservoir.
3) Remove right drive shaft and intermediate bearing cap.
Carefully place components on steering servo pipes. Remove 2 right
engine mounting bolts. Loosen wheel arch liner to allow access to
mounting. Remove torque arm in gearbox. See Fig. 1. Install Sealing
Plugs (5488) in drive shaft holes.
Fig. 1: Removing Drive Shaft, Engine Mount Bolt & Torque Arm
Courtesy of Volvo Cars of North America.
4) Remove front exhaust pipe nuts and springs. Remove front

exhaust pipe bolts. Disconnect speedometer. Remove engine mounting
shield bolt. Lower vehicle.
5) Remove battery, battery self, and fresh air hose between
air intake and air cleaner housing. Disconnect MAF sensor connector
and primary lead between distributor and coil. Remove throttle pulley
cover. If equipped with cruise control, disconnect all necessary
electrical wiring and vacuum hose.
6) Disconnect intake hose at throttle body and idle air
control valve hose. Disconnect vacuum hose and crankcase ventilation
hose from intake hose. Disconnect vacuum hoses and connector from
solenoid valve. Disconnect heater hose. Remove air cleaner housing.
Disconnect throttle cable from throttle pulley. Remove torque arm.
7) Disconnect 2 heater hoses at firewall, brake servo hose,
and 2 HO2S connectors. Remove upper nut on rear engine mount.
Disconnect gear selector cables from mounting bracket on transmission.
Disconnect rubber-mounted section of cable bracket. On automatic
transmission equipped vehicles, disconnect 2 oil cooler hoses. On
manual transmission equipped vehicles, remove clutch slave cylinder
retaining ring. Remove slave cylinder from transmission.
8) On all vehicles, disconnect negative battery cable.
Disconnect lower radiator hose at radiator. Loosen and move air
cleaner mounting bracket aside. Remove rubber mount from air cleaner
bracket. On manual transmission equipped vehicles, remove clutch slave
cylinder through front hole in air cleaner bracket and place aside. On
all vehicles, place air cleaner bracket aside.
9) Remove electric cooling fan relays from fan shroud.
Disconnect connectors and place wiring aside. Remove 2 control module
box cooling air ducts. Remove 4 fan shroud screws from radiator. Use a
piece of plywood to protect radiator and slide fan housing back
slightly and remove air intakes. Remove fan.
10) Remove 2 long mounting bolts in A/C compressor. Leave
compressor in position until removing engine. Remove front engine
mounting pad nut and cable duct bracket mounting bolts. Remove intake
manifold and starter support brackets.
11) Disconnect upper radiator hose from thermostat housing.
Remove coolant hose between expansion tank and thermostat housing.
Remove expansion tank lower hose from fitting on engine. Remove drive
belt. Disconnect temperature sensor wiring from bracket on servo pump.
Remove 6 servo pump bolts. Leave servo pump in position at this time.
12) Remove protective cover over fuel distribution manifold.
Remove upper and lower fuel pipe clips. Remove fuel distribution
manifold bolts. Disconnect braided ground lead from engine. Secure
injectors with 5 Holders (5465). Lift and place fuel distribution
manifold (including injectors) aside. Remove engine wiring harness.
See Fig. 2.
Fig. 2: Removing Engine Wiring Harness

13) Remove spark plug cover and attach Lifting Lugs (5459 and
5464) to engine. Lift servo pump and place aside. Remove A/C
compressor and place on sub-frame. Lift out engine and transmission
using Lifting Yokes (2810 and 5428).
Installation
1) Attach Lifting Lug (5429) to rear of engine. Using Lifting
Yoke (5428) and Lifting Tool (2810), lower engine and transmission
into position. Guide engine mountings into position and tighten top
nuts to 37 ft. lbs. (50 N.m).
2) Support transmission with jack and remove lifting yoke
from engine. Using 2 Support Rails (5033), Lifting Beam (5006) and
Lifting Hook (5115), support rear of engine. Remove jack under
transmission. Using Transmission Lifting Fixture (5972), raise
transmission. Install transmission support member. Tighten bolted
joints between support member and side members. Tighten transmission
bump stop nut to 37 ft. lbs. (50 N.m).
3) Install control rod and reaction arm to lever mounting.
Install locking clip. Install oxygen sensor and reconnect electrical
connector. Using Socket (5244), tighten front and rear couplings.
Ensure "O" ring is okay and install air preheater pipe to exhaust
pipe.
4) Install air conditioning compressor to mounting. Reconnect
oil cooler lines. Tighten fittings to 26 ft. lbs. (35 N.m). Remove
lifting tools.
5) Reinstall coolant hoses to firewall. Install timing pick-
up and camshaft sensor connectors. Reconnect engine connector to
wiring harness connector on left wheel housing. Reconnect relay and
install wiring duct mounting nuts. Install harness connector cover.
6) Install fuel hoses, cruise control vacuum hose, ECC vacuum
hoses, brake servo vacuum hose, throttle cable and throttle pulley
cover. Install air mass meter and intake hose. Reconnect idling valve
hose and connector. Reconnect oil trap hoses. Reconnect 2 EVAP vacuum
hoses.
7) Install servo pump and drive belt. Install radiator and
radiator hoses, expansion tank hoses, and transmission oil cooler
lines. Tighten cooling line fittings to 26 ft. lbs. (35 N.m). Install
cooling fan. Install battery and reconnect positive cable.
8) Jack up vehicle and reconnect cooling lines to
transmission. Tighten fittings to 26 ft. lbs. (35 N.m). Install
exhaust pipe and heat shield. Install radiator mounting bolts, air
baffle under radiator, and splash guard under engine. Fill engine with
oil and cooling system. Connect negative battery cable. Start engine
and check for leaks.
INTAKE MANIFOLD
Removal & Installation
For intake manifold removal and installation, see
CYLINDER HEAD under REMOVAL & INSTALLATION.
EXHAUST MANIFOLD
Removal
Remove exhaust manifold-to-cylinder head nuts. Disconnect
front exhaust pipe. Remove 2 heat shields from exhaust manifold. Lift
manifold off studs, turn it 90 degrees, and lift out of engine
compartment. On vehicles with A/C, use care to avoid damage to switch
on A/C pipe.
Installation
Install manifold with NEW gaskets. Install front exhaust pipe
to manifold. Tighten manifold-to-cylinder head nuts to 18 ft. lbs. (25
N.m). Install heat shields. Using Loctite on bolts, and ensuring
springs and washers are under exhaust pipe nuts, tighten front exhaust
pipe-to-manifold nuts to end of threads. Do not tighten to more than
84 INCH lbs. (10 N.m).
CYLINDER HEAD
Removal
1) Disconnect negative battery cable. Remove expansion tank
cap. Remove splash guard under engine. Open drain cocks on cylinder
block and radiator and drain coolant. Remove exhaust manifold-to-front
exhaust pipe nuts. Remove exhaust manifold. See EXHAUST MANIFOLD under
REMOVAL & INSTALLATION. Remove timing belt. See TIMING BELT under
REMOVAL & INSTALLATION.
2) Lift and place fuel distribution manifold and injectors
aside. Install Holders (5465) to injectors. Disconnect 2 braided
ground leads from engine. Remove 4 fan shroud retaining screws. Remove
control module box cooling air ducts. Bend shroud aside slightly, lift
relay holder, and disconnect electric cooling fan connectors. Remove
control module box and air cleaner intakes. Lift out electric cooling
fan assembly.
NOTE: Avoid damage to injector nozzles and needles.
3) Disconnect Idle Air Control (IAC) valve and Throttle

Position (TP) potentiometer connectors. Disconnect crankcase
ventilation and EVAP canister hoses. Disconnect servo (vacuum)
reservoir and intake manifold vacuum servo hoses. Remove intake hose.
4) Remove 3 intake manifold upper mounting bolts. Remove oil
dip-stick and bracket from intake manifold. Loosen manifold lower
mounting bolts a few turns. Remove manifold bracket bolt. Remove
intake manifold.
Mark camshaft pulleys for reassembly reference and remove camshaft
pulleys. Remove timing belt cover inner bolt. Remove air cleaner
housing and hoses. Remove Camshaft Position (CMP) sensor and shutter.
Remove distributor cover, rotor and ignition lead clip. Remove torque
arm and brackets. Starting at outer edge and working inward, remove
bolts in upper half of cylinder head. Remove upper cylinder head by
very carefully tapping upward with a copper mallet at parting lugs and
camshaft pulley end. Mark camshafts for reassembly reference and
remove camshafts.
6) Remove 2 coolant pipe bolts. Starting at outer edge and
working inward, remove cylinder head bolts. Remove cylinder head. See
Fig. 3. Remove cylinder head gasket.
Fig. 3: Exploded View Of Engine Assembly
Fig. 4: Removing Components From Rear Of Engine
Installation
1) Remove starter and protective plug. Install Crankshaft
Locking Tool (5451). See Fig. 5. Turn crankshaft counterclockwise
until stopped by tool. Using NEW gasket, install bottom half of
cylinder head. Oil bolts and tighten, in sequence, in 3 steps. See
Fig. 6. See TORQUE SPECIFICATIONS. Install coolant pipe with NEW
gasket.
Fig. 5: Attaching Crankshaft Locking Tool (5451)

Fig. 6: Cylinder Head Bold Tightening Sequence
2) Install NEW cylinder head gasket and "O" rings in spark

plug wells. Remove No. 1 and No. 5 spark plugs. Oil lower camshaft
bearing seats. Using a roller, apply Sealing Compound (1 161 059-9) to
upper section of cylinder head. Ensure sealer does not penetrate oil
passages. Oil upper camshaft bearing seats. Install camshafts in upper
cylinder head section, using Holder (5453) at front and Locking Tool
(5452) at rear to secure camshafts. See Fig. 7.
Fig. 7: Using Locking Tool (5452) To Secure Camshafts

3) Install upper cylinder head. Tighten against lower section

using 2 Press Tools (5454). Tighten retaining bolts to 13 ft. lbs. (17
N.m), starting from inside and working outward. Remove 2 press tools.
4) Using Drift (5449), install camshaft front seals. Install
camshaft pulleys and align timing marks. See Fig. 8. Tighten each
pulley with 2 bolts, just until bolts are in contact with pulleys.
Fig. 8: Aligning Camshaft & Crankshaft Timing Marks
5) Remove upper timing belt cover. Install belt tensioner and

tighten bolts to 18 ft. lbs. (25 N.m). Place timing belt over camshaft
pulleys, around coolant pump, and press over tensioner pulley. Loosen
camshaft pulley bolts and remove tensioner locking pin.
6) Install third camshaft pulley bolt. Hold camshaft pulleys
still and tighten bolts alternately to 15 ft. lbs. (20 N.m). Install
inner timing belt cover bolt. Install upper timing belt cover. On both
engines, remove crankshaft locking tool and install protective plug.
Install starter. Remove camshaft locking tool. Install upper
transmission cover.
7) Turn crankshaft through 2 revolutions. Ensure timing marks
on crankshaft and camshaft pulleys are correctly aligned. See Fig. 8.
Install outer timing belt cover. On both engines, use D rift (5450),
and install right rear camshaft seal. See Fig. 9. Install torque arm
and switch brackets, distributor rotor and ignition lead clip. Install
camshaft position sensor and shutter, spark plugs, distributor cap and
wires, and air cleaner housing with hoses and connectors. Install
exhaust manifold. See EXHAUST MANIFOLD under REMOVAL & INSTALLATION.
8) Install intake pipe and cooling fan. Install fuel
distribution manifold. Install 2 engine ground leads. Install exhaust
pipe and splash guard under engine. Fill engine with oil and coolant.
Start and run engine until it reaches normal operating temperature.
Check for leaks.
Fig. 9: Installing Seal Using Drift (5450)

CRANKSHAFT FRONT SEAL

Removal
1) Remove spark plug cover and 2 fuel line clips. Remove
expansion tank and place it on top of engine. Remove front timing belt
cover and auxiliary drive belt. Remove right front wheel and release
wheel arch liner to gain access to vibration damper. Remove vibration
damper guard. Turn crankshaft clockwise until all timing marks are
aligned. See Fig. 8.
2) Remove tensioner upper mounting bolt and loosen tensioner
lower bolt. Twist tensioner to free pulley. Remove lower bolt,
tensioner, upper timing belt cover and belt. Remove vibration damper.
Attach Counterhold (5433) to damper to prevent it from turning.
3) Finger tighten 2 vibration damper bolts in crankshaft belt
pulley threads are far as possible. Attach puller to crankshaft belt
pulley to puller arms act on bolts, not on pulley. See Fig. 10. Remove
crankshaft belt pulley. Remove oil seal with a screwdriver.
Fig. 10: Removing Crankshaft Belt Pulley

Installation
1) Clean seat and install new greased seal. Press in seal
using Drift (5455) and crankshaft center nut. Install timing belt
tensioner and tighten bolts to 18 ft. lbs. (25 N.m), plus an
additional 30 degrees. Install timing belt tensioner locking pin.
Place timing belt around crankshaft pulley and right idler pulley,
over camshaft pulleys, around coolant pump, and press over tensioner
pulley.
2) Remove timing belt tensioner locking pin. Install
vibration damper. Using counterhold to keep it from turning, tighten
vibration damper center nut to 133 ft. lbs. (180 N.m). Remove
counterhold and tighten remaining bolts to 18 ft. lbs. (25 N.m).
Install upper timing belt cover. Turn crankshaft 2 revolutions
clockwise to ensure timing marks on crankshaft and camshaft pulleys
are aligned. Install spark plug cover.
3) Install vibration damper guard, front timing belt cover,
auxiliary drive belt, 2 fuel pipe clips, expansion tank, wheel arch
liner and wheel. Fill cooling system with coolant. Check oil level.
Start engine and check for leaks.
TIMING BELT
Removal
1) Remove spark plug cover and 2 fuel line clips. Lift out
expansion tank and place on top of engine. Remove front timing belt
cover. Remove auxiliary drive belt. Remove right front wheel and
release wheel arch liner to gain access to vibration damper. Remove
vibration damper guard. Turn crankshaft clockwise until all timing
marks are aligned. See Fig. 8.
tensioner, upper timing belt cover and belt.
3) Remove tensioner upper mounting bolt and loosen lower
mounting bolt. Twist tensioner to free plunger/pulley. Remove lower
bolt, tensioner and belt.
CAUTION: DO NOT turn crankshaft or camshafts while belt is removed.
Inspection
1) Spin tensioner and idler pulleys and listen for bearing
noise. See Fig. 11.
2) Ensure pulley surfaces in contact with belt are clean and
smooth. Check tensioner pulley arm and idler pulley mountings, and
tighten bolts as necessary. See TORQUE SPECIFICATIONS. Check tensioner
for signs of leakage, no resistance when depressed, or a plunger that
cannot be depressed.
Fig. 11: Checking Tensioner & Idler Pulleys

Installation
1) Compress tensioner and tighten center nut. Wait until
compression has taken place and insert a 2 mm locking pin in plunger.
Install tensioner and tighten mounting bolts to 18 ft. lbs. (25 N.m).
Place timing belt around crankshaft pulley and right idler. Place belt
over camshaft pulleys. Position belt around water pump and press over
tensioner pulley.
2) Remove tensioner locking pin. To complete installation,
reverse removal procedure. Turn crankshaft 2 revolutions to ensure
timing marks on crankshaft and camshaft pulleys are aligned. See
Fig. 8.
CAMSHAFTS
Removal
For camshaft removal and installation, see CYLINDER HEAD
under REMOVAL & INSTALLATION.
FRONT & REAR CAMSHAFT OIL SEALS

Removal
1) Disconnect negative battery cable. Remove spark plug cover
and 2 fuel line clips. Lift expansion tank and place on top of engine.
Remove front timing belt cover and right front wheel. Loosen right
wheel arch lining to access vibration damper.
2) On both engines, remove timing belt. See TIMING BELT. Use
Counterhold (5199) to hold camshaft stationary. See Fig. 12. Remove
camshaft pulleys. Using a screwdriver, carefully pry out front seals.
Clean seats and check shafts for wear.
Installation
Using Drift (5449), install new front seal.
Fig. 12: Using Counterhold (5199) To Hold Camshaft Stationary

Removal
Remove air cleaner housing with hoses and connectors. Remove
distributor cover, rotor and ignition lead clip. Remove camshaft
position sensor housing and shutter.
Installation
Using Drift (5450), install new greased rear seal. See Fig. 9
. Seal is located on same plane as edge of inside shoulder. To
complete installation, reverse removal procedure.
REAR CRANKSHAFT OIL SEAL

NOTE: For manual transmission removal procedures, see
TRANSMISSION REMOVAL & INSTALLATION - M/T article in MANUAL
TRANS SERVICE section . Automatic transmission removal
information is not available at time of publication.

Install Gear Sector (5112) to keep crankshaft from turning.
Remove flywheel. Pry out seal with screwdriver. Tap in new greased
seal using Drift (5430) and Installer (1801). Install flywheel. Apply
Loctite to new bolts and tighten to 33 ft. lbs. (45 N.m), plus an
additional 50 degrees.
WATER PUMP
Removal
Remove expansion tank cap and drain coolant. Remove timing
belt. See TIMING BELT. Remove bolts holding water pump to engine
block. See Fig. 13. Remove water pump.
Installation
Remove old gasket from cylinder block. Install water pump.
Tighten mounting bolts alternately to 15 ft. lbs. (20 N.m). Install
timing belt. See TIMING BELT. Fill engine with coolant. Start engine
Fig. 13: Removing Water Pump

OIL PUMP
Removal
pulley threads are far as possible. Attach a puller to crankshaft belt
pulley to puller arms act on bolts, not on pulley. Remove crankshaft
belt pulley. Remove 4 oil pump mounting bolts. See Fig. 14. Pry off
oil pump with a screwdriver inserted behind lugs.
Inspection
1) Check all oil pump components for damage and wear. Closely
inspect crescent between suction and delivery sides. If any defective
components are found, replace entire pump assembly.
2) Ensure relief valve spring length is within specification.
See OIL PUMP SPECIFICATIONS table. Using a feeler gauge, check outer
rotor-to-housing clearance. If clearance is not within specification,
replace oil pump assembly.
OIL PUMP SPECIFICATIONS TABLE

Component Clearance
Outer Rotor-To-Housing .................... .014" (.35 mm)

Relief Valve Spring
Free Length .......................... 3.233" (82.13 mm)
Lbs. @ In. (N @ mm)
Pressure
Valve Closed .................... 12 @ 2.21 (52 @ 56.1)
Valve Open ...................... 19 @ 1.57 (85 @ 39.9)

Installation
1) Using NEW gasket and Drift (5455), install oil pump. Pull
in pump using crankshaft center nut. Tighten oil pump bolts
alternately to 84 INCH lbs. (10 N.m). Install timing belt tensioner
and tighten bolts to 18 ft. lbs. (25 N.m). Install timing belt
tensioner locking pin. Place timing belt around crankshaft pulley and
right idler pulley, over camshaft pulleys, around coolant pump, and
press over tensioner pulley.
counterhold and tighten bolts to 18 ft. lbs. (25 N.m). Install upper
timing belt cover. Turn crankshaft 2 revolutions clockwise to ensure
timing marks on crankshaft and camshaft pulleys are aligned. Install
spark plug cover.
Fig. 14: Removing Oil Pump Retaining Bolts
OVERHAUL
CYLINDER HEAD
Cylinder Head
Ensure all mating surfaces are clean. Measure cylinder head
warpage. If longitudinal warpage is less than .020" (.50 mm), or
lateral warpage is less than .008" (.20 mm), resurfacing is not
required. If warpage is greater than specifications, resurface
cylinder head. Maximum resurface limit is .011" (.30 mm).
Valve Springs
Measure valve spring free length. Replace any spring shorter
than minimum free length specification. See VALVE SPRING FREE LENGTH
in VALVES & VALVE SPRINGS table under ENGINE SPECIFICATIONS.
Valve Stem Oil Seals

Place new seal on valve stem. Remove protective sleeve. Using
Drift (5379), push seal onto stem by hand only as far as possible. Do
not use a hammer to install valve stem seals.
Valve Guides
Three replacement valve guides are available. Standard valve
guide has no grooves at top and is .472" (12 mm) in diameter. First
oversize valve guide has one groove at top and is .476" (12.1 mm) in
diameter. Second oversize valve guide has 2 grooves at top and is .
480" (12.2 mm) in diameter.
Valve Seat
Replacement procedure is not available at time of
publication.
Valves
Check valve for wear or burning. Measure valve dimensions
after refacing. Replace any valve that does not meet specification.
See VALVES & VALVE SPRINGS table under ENGINE SPECIFICATIONS. Measure
valve stem installed height after refinishing valve or seat. See
CYLINDER HEAD table under ENGINE SPECIFICATIONS.
Valve Seat Correction Angles

Ensure valve seat angles are within specification. For face
angle, see VALVES & VALVE SPRINGS table under ENGINE SPECIFICATIONS.
Upper relief angle is 15 degrees. Lower relief angle is 70 degrees.
CYLINDER BLOCK ASSEMBLY

Piston & Rod Assembly
1) Carefully press out pistons and connecting rods by hand.
Mark pistons and connecting rods for reassembly reference. Carefully
pry out piston pin locking circlip with a screwdriver. Clean and
inspect all components for damage. Check connecting rod cap bolt
length. Maximum length is 2.16" (55 mm).
2) Check piston pin fit in connecting rod. No play should be
present as pin should slide through hole with gentle thumb pressure.
Replace piston as necessary. Check piston pin fit in connecting rod in
same manner. If pin fails to slide through hole without play when
pressed with thumb, install NEW connecting rod bushing. Ensure
numerical designation on connecting rod faces toward starter motor
side of block.
Fitting Pistons
Install pistons using Piston Ring Compressor (115 8281).
Ensure arrow on top of piston faces toward timing belt end of engine.
Piston Rings
1) Using Piston Ring Pliers (998 5424), remove piston rings.
Remove carbon deposits. Scrape ring grooves clean. Check pistons for
damage and repair as necessary. Check piston ring side play and piston
diameter. See PISTONS, PINS & RINGS under ENGINE SPECIFICATIONS.
2) Using Piston Ring Pliers (998 5424), install piston rings
so gaps are 120 degrees apart. Install upper compression and oil
scraper rings with text facing upward. Install lower compression ring
with groove facing downward.
Crankshaft & Main Bearings

1) Remove engine from vehicle. See ENGINE under REMOVAL &
INSTALLATION. Remove cylinder head. See CYLINDER HEAD under REMOVAL &
INSTALLATION. Place engine upside down. Remove oil filter. Disconnect
flame trap return line. Remove oil pan. Remove all oil passage "O"
rings. Remove oil pump suction pipe and "O" ring.
2) Rotate crankshaft so all piston connecting rod bolts are
accessible for removal without rotating crankshaft again. Starting at
sides and working toward center, remove intermediate section bolts.
Loosen intermediate section by carefully tapping with a plastic
mallet. Remove crankshaft rear seal.
CAUTION: DO NOT not allow crankshaft to rotate.
3) Check identification markings on connecting rods and

connecting rod caps. Mark components for reassembly reference as
necessary. Remove connecting rod caps. Lift crankshaft out of block
and support on "V" blocks on 2 outermost main journals. Remove main
bearings from block. Mark position of thrust bearing for reassembly
reference.
4) Use micrometer and measure crankshaft out-of-round and
taper. Ensure to measure at several points around circumference and
along length. Use Dial Gauge (9684) and Magnetic Stand (9696) to check
straightness of crankshaft. See ENGINE SPECIFICATIONS.
5) Check classification markings on cylinder block and
crankshaft before installing crankshaft main bearings. Main bearings
are color-coded Yellow, Blue and Red. Torque intermediate section
bolts in 5 stages. Each stage should be completely torqued before
beginning another stage. See Fig. 15. See TORQUE SPECIFICATIONS. After
main bearings are installed and intermediate section is tightened,
check crankshaft end play.
Fig. 15: Intermediate Section Tightening Sequence (Typical)

Thrust Bearing
Ensure thrust bearing is marked for reassembly reference.
Cylinder Block
1) Wipe bores clean and visually check. Measure bores using
Dial Gauge (9639), Micrometer (9704), and micrometer stand. Use dial
gauge and check for maximum wear at right angles to center line of
engine immediately below top dead center. Check for minimum wear in
direction of center line at bottom dead center.
2) Each cylinder is identified by a classification mark (C,
D, E, or G) punched in rear of block. Oversize bores can be indicated
by OS1 or OS2. See CYLINDER BLOCK under ENGINE SPECIFICATIONS.
ENGINE OILING
ENGINE LUBRICATION SYSTEM
Crankcase Capacity
Oil capacity is 4.4 qts. (5.3L) with filter. On turbocharged
engines, add .95 qt. (.9L) if turbo oil cooler is drained.
Oil Pressure
Oil pressure is 14 psi (.10 bar) at idle and 43 psi (.30 bar)
at 3000 RPM. See Fig. 16.
Fig. 16: Engine Oil Schematic

TORQUE SPECIFICATIONS
TORQUE SPECIFICATIONS TABLE

Application Ft. Lbs. (N.m)
Bump Stop-To-Support Member Bolt ................. 37 (50)

Camshaft Cover Bolt .............................. 13 (17)
Camshaft Pulley Bolt ............................. 15 (20)
Connecting Rod Bearing Cap Bolt .............. ( 1) 15 (20)
Cylinder Block (Intermediate Section)
Stage No. 1 (M10 Bolt) ......................... 15 (20)
Stage No. 2 (M10 Bolt) ......................... 33 (45)
Stage No. 3 (M8 Bolt) .......................... 18 (25)
Stage No. 4 (M7 Bolt) .......................... 13 (17)
Stage No. 5 (M10 Bolt) ............................ ( 1)
Cylinder Head Bolt
Stage No. 1 .................................... 15 (20)
Stage No. 2 .................................... 44 (60)
Stage No. 3 ....................................... ( 2)
Drain Plug ....................................... 35 (26)
Engine Mount Top Nut ............................. 37 (50)
Exhaust Manifold-To-Cylinder Head Nut ............ 18 (25)
Exhaust System Bolt Behind Catalytic Converter ... 18 (25)
Flywheel-To-Crankshaft Bolt .................. ( 3) 33 (45)
Gearbox-To-Engine Bolt ........................... 37 (50)
Heat Shield Bolt ................................. 11 (15)
Intake Manifold Bolt ............................. 15 (20)
Knock Sensor Bolt ................................ 15 (20)
Oil Pan Bolts .................................... 20 (15)
Oil Pick-Up Tube ................................. 13 (17)
Spark Plug ....................................... 18 (25)
Timing Belt Pulley Bolt .......................... 30 (40)
Timing Belt Tensioner Bolt ....................... 18 (25)
Torque Converter-To-Flywheel Bolt ................ 30 (40)
Transmission Bump Stop Nut ....................... 37 (50)
Transmission Oil Cooler Fittings ................. 22 (30)
Transmission Support Member Bolt ................. 37 (50)
Upper Cylinder Head Retaining Bolt ............... 13 (17)
Vibration Damper Bolt ........................ ( 4) 18 (25)
Vibration Damper Center Nut .................... 133 (180)
Water Pump Bolt .................................. 15 (20)
INCH Lbs. (N.m)
Front Exhaust Pipe-To-Manifold Nut ............... 84 (10)

Oil Pump Bolt .................................... 84 (10)
(1) - Tighten an additional 90 degrees.

ENGINE SPECIFICATIONS
GENERAL ENGINE SPECIFICATIONS

GENERAL ENGINE SPECIFICATIONS TABLE

Application Specification
Displacement
Turbo ............................................. 2.3L
Bore
Turbo .................................... 3.18" (81 mm)
Stroke ..................................... 3.54" (90 mm)
Compression Ratio
Turbo ............................................ 8.5:1
Fuel System
Turbo .............................................. MFI
Horsepower @ RPM
Turbo ....................................... 222 @ 5280
Torque Ft. Lbs. @ RPM
Turbo .................................. 221 @ 2000-5280
CRANKSHAFT, MAIN & CONNECTING ROD BEARINGS SPECIFICATIONS

CRANKSHAFT, MAIN & CONNECTING ROD BEARINGS TABLE

Application In. (mm)
Crankshaft
End Play ........................... .003-.007 (.08-.19)
Runout .................................... .0013 (.032)
Main Bearings
Journal Diameter ......................... 2.559 (65.00)
Journal Out-Of-Round ...................... .0002 (.004)
Journal Taper ............................. .0002 (.004)
Oil Clearance .................. .0010-.0018 (.025-.045)
Connecting Rod Bearings
Journal Taper ............................. .0002 (.004)
CONNECTING RODS SPECIFICATIONS

CONNECTING RODS TABLE

Bore Diameter
Crankpin Bore ................................ 2.08 (53)
Out-Of-Round Maximum ...................... .0002 (.004)
Side Play ............................ .006-.018 (.15-.45)
PISTONS, PINS & RINGS SPECIFICATIONS

PISTONS, PINS & RINGS TABLE

Pistons
Clearance ...................... .0003-.0011 (.010-.030)
Diameter
Size C .................. 3.1881-3.1885 (80.980-80.990)
Size D .................. 3.1885-3.1889 (80.990-81.000)
Size E .................. 3.1889-3.1893 (81.000-81.010)
Size G .................. 3.1896-3.1902 (81.017-81.032)
Oversize 1 .............. 3.1959-3.1965 (81.177-81.192)
Oversize 2 .............. 3.2038-3.2044 (81.377-81.392)
Pins
Diameter .................................. .905 (23.00)
Rings
No. 1
End Gap ........................... .008-.016 (.20-.40)
Side Clearance ................ .0019-.0030 (.050-.085)
No. 2
End Gap ........................... .008-.016 (.20-.40)
Side Clearance ................ .0012-.0026 (.030-.065)
No. 3 (Oil)
End Gap ........................... .009-.020 (.25-.50)
Side Clearance ................ .0008-.0022 (.020-.055)
CYLINDER BLOCK SPECIFICATIONS

CYLINDER BLOCK TABLE

Cylinder Bore
Size C ................... 3.1889-3.1893 (81.000-81.010)
Size D ................... 3.1893-3.1897 (81.010-81.020)
Size E ................... 3.1897-3.1901 (81.020-81.030)
Size G ................... 3.1905-3.1909 (81.040-81.050)
Oversize 1 ............... 3.1968-3.1972 (81.200-81.210)
Oversize 2 ............... 3.2047-3.2051 (81.400-81.410)
Maximum Taper ............................... .004 (.10)
Maximum Out-Of-Round ........................ .004 (.10)
Deck Height ................................. 5.20 (132.1)
Maximum Machining ........................... .012 (.30)
Maximum Deck Warpage
Length ...................................... .020 (.50)
Width ....................................... .008 (.20)
VALVES & VALVE SPRINGS SPECIFICATIONS

VALVES & VALVE SPRINGS TABLE

Intake Valves
Face Angle ....................................... 45.5
Head Diameter ............ 1.215-1.226" (30.85-31.15 mm)
Minimum Margin .......................... .047" (1.2 mm)
Length ..................... 4.09-4.10" (103.9-104.2 mm)
Stem Diameter ................ .273-.274" (6.95-6.97 mm)
Valve Tip Maximum Refinish .............. .015" (.40 mm)
Exhaust Valves
Face Angle ....................................... 44.5
Head Diameter ............ 1.057-1.069" (26.85-27.15 mm)
Length ..................... 4.06-4.07" (103.1-103.5 mm)
Stem Diameter ................ .273-.274" (6.95-6.97 mm)
Valve Springs
Free Length ............................ 1.69" (43.0 mm)
Lbs. @ In. (N @ mm)
Pressure
Valve Closed ...................... 61 @ 1.3 (270 @ 34)
Valve Open ...................... 151 @ .9 (670 @ 24.5)
CYLINDER HEAD SPECIFICATIONS

CYLINDER HEAD TABLE

Cylinder Head Height ..... 5.076-5.080" (128.95-129.05 mm)

Maximum Warpage
Length .................................. .020" (.50 mm)
Width ................................... .008" (.20 mm)
Maximum Machining ............................. .012 (.30)
Valve Seats
Intake Valve
Seat Angle ........................................ 45
Seat Width .................... .055-.070" (1.4-1.8 mm)
Maximum Seat Runout ............ .003-.004" (.07-.11mm)
Seat Bore Diameter .................... 1.28" (32.6 mm)
Exhaust Valve
Seat Angle ........................................ 45
Seat Width .................... .070-.086" (1.8-2.2 mm)
Maximum Seat Runout ........... .003-.004" (.07-.11 mm)
Valve Guides
Valve Guide Diameter
Standard .............................. .472" (12.0 mm)
Oversize 1 ............................ .476" (12.1 mm)
Oversize 2 ............................ .480" (12.2 mm)
Valve Stem-To-Guide Oil Clearance
Minimum
Exhaust ....................... .002-.003" (.04-.07 mm)
Intake ........................ .001-.002" (.03-.06 mm)
Maximum ................................ .006" (.15 mm)
CAMSHAFT SPECIFICATIONS
CAMSHAFT TABLE

End Play ............................. .002-.008 (.05-.20)

Lobe Lift .................................... .333 (8.45)
Oil Clearance
Minimum ................................... .0012 (.030)
Maximum ................................... .0027 (.071)
VALVE LIFTERS SPECIFICATIONS

VALVE LIFTERS TABLE

Lifter Diameter ............................ 1.260 (32.00)

Lifter Height
External ..................... 1.022-1.043 (25.95-26.05)
Internal
Compressed ............................... .636 (16.15)
Unloaded ................................. .724 (18.40)

2.4L 5-CYL VIN [55]
1995 Volvo 850
1995-96 ENGINES
Volvo - 2.4L 5-Cylinder
850

NOTE: For repair procedures not covered in this article, see
ENGINE OVERHAUL - GENERAL INFORMATION article in GENERAL
INFORMATION section. Repair information for this engine is
not available at time of publication.
ENGINE IDENTIFICATION
Engine may be identified by using Vehicle Identification
Number (VIN) stamped on a metal pad, located near lower left corner of
windshield. The sixth and seventh character identifies engine model.
Engine identification number, located on left side of
cylinder block below cylinder head, may be required when ordering
replacement parts.
ENGINE IDENTIFICATION CODES TABLE

Engine Code
2.4L (Non-Turbo) ...................................... 55

ADJUSTMENTS
VALVE CLEARANCE ADJUSTMENT

Engine is equipped with hydraulic lifters. No valve
adjustment is necessary.

NOTE: For reassembly reference, label all electrical connectors,
vacuum hoses and fuel lines before removal. Also place
mating marks on other major assemblies before removal. Hood
removal is not necessary, as hood opens to horizontal
position. Removal and installation information for
turbocharger is not available at time of publication.
FUEL PRESSURE RELEASE

Fuel Pump Pressure Release
Before disconnecting any lines, cover fuel line connector
with shop towel to absorb any fuel left in line. With ignition key
removed from ignition switch, reconnect relay.
ENGINE
Removal
1) Remove expansion tank cap. Raise and support vehicle.
Remove splash guard and air baffle under engine. Drain all coolant by
opening drain cocks on cylinder block and radiator. Remove front
wheels, steering arm/wheel spindle joints, and nuts securing ball
joints to support arms.
2) Remove ABS wire and brake line retaining bracket bolt
located on inner fender panel, close to bottom of strut. Remove left
drive axle shaft. See AXLE SHAFTS - FWD article in DRIVE AXLES
section. Disconnect 2 thin Black hoses from evaporative fuel canister.
Remove White vacuum hose from vacuum reservoir.
3) Remove right drive shaft and intermediate bearing cap.
Carefully place components on steering servo pipes. Remove 2 right
engine mounting bolts. Loosen wheel arch liner to allow access to
mounting. Remove torque arm in gearbox. See Fig. 1. Install Sealing
Plugs (5488) in drive shaft holes.
Fig. 1: Removing Drive Shaft, Engine Mount Bolt & Torque Arm
4) Remove front exhaust pipe nuts and springs. Remove front

exhaust pipe bolts. Disconnect speedometer. Remove engine mounting
shield bolt. Lower vehicle.
5) Remove battery, battery self, and fresh air hose between
air intake and air cleaner housing. Disconnect MAF sensor connector
and primary lead between distributor and coil. Remove throttle pulley
cover. If equipped with cruise control, disconnect all necessary
electrical wiring and vacuum hose.
6) Disconnect intake hose at throttle body and idle air
control valve hose. Disconnect vacuum hose and crankcase ventilation
hose from intake hose. Disconnect vacuum hoses and connector from
solenoid valve. Disconnect heater hose. Remove air cleaner housing.
Disconnect throttle cable from throttle pulley. Remove torque arm.
7) Disconnect 2 heater hoses at firewall, brake servo hose,
and 2 HO2S connectors. Remove upper nut on rear engine mount.
Disconnect gear selector cables from mounting bracket on transmission.
Disconnect rubber-mounted section of cable bracket. On automatic
transmission equipped vehicles, disconnect 2 oil cooler hoses. On
manual transmission equipped vehicles, remove clutch slave cylinder
retaining ring. Remove slave cylinder from transmission.
8) On all vehicles, disconnect negative battery cable.
Disconnect lower radiator hose at radiator. Loosen and move air
cleaner mounting bracket aside. Remove rubber mount from air cleaner
bracket. On manual transmission equipped vehicles, remove clutch slave
cylinder through front hole in air cleaner bracket and place aside. On
all vehicles, place air cleaner bracket aside.
9) Remove electric cooling fan relays from fan shroud.
Disconnect connectors and place wiring aside. Remove 2 control module
box cooling air ducts. Remove 4 fan shroud screws from radiator. Use a
piece of plywood to protect radiator and slide fan housing back
slightly and remove air intakes. Remove fan.
10) Remove 2 long mounting bolts in A/C compressor. Leave
compressor in position until removing engine. Remove front engine
mounting pad nut and cable duct bracket mounting bolts. Remove intake
manifold and starter support brackets.
Remove coolant hose between expansion tank and thermostat housing.
Remove expansion tank lower hose from fitting on engine. Remove drive
belt. Disconnect temperature sensor wiring from bracket on servo pump.
Remove 6 servo pump bolts. Leave servo pump in position at this time.
12) Remove protective cover over fuel distribution manifold.
Remove upper and lower fuel pipe clips. Remove fuel distribution
manifold bolts. Disconnect braided ground lead from engine. Secure
injectors with 5 Holders (5465). Lift and place fuel distribution
manifold (including injectors) aside. Remove engine wiring harness.
See Fig. 2.
Fig. 2: Removing Engine Wiring Harness

13) Remove spark plug cover and attach Lifting Lugs (5459 and
5464) to engine. Lift servo pump and place aside. Remove A/C
compressor and place on sub-frame. Lift out engine and transmission
using Lifting Yokes (2810 and 5428).
Installation
1) Attach Lifting Lug (5429) to rear of engine. Using Lifting
Yoke (5428) and Lifting Tool (2810), lower engine and transmission
into position. Guide engine mountings into position and tighten top
nuts to 37 ft. lbs. (50 N.m).
2) Support transmission with jack and remove lifting yoke
from engine. Using 2 Support Rails (5033), Lifting Beam (5006) and
Lifting Hook (5115), support rear of engine. Remove jack under
transmission. Using Transmission Lifting Fixture (5972), raise
transmission. Install transmission support member. Tighten bolted
joints between support member and side members. Tighten transmission
bump stop nut to 37 ft. lbs. (50 N.m).
3) Install control rod and reaction arm to lever mounting.
Install locking clip. Install oxygen sensor and reconnect electrical
connector. Using Socket (5244), tighten front and rear couplings.
Ensure "O" ring is okay and install air preheater pipe to exhaust
pipe.
4) Install air conditioning compressor to mounting. Reconnect
oil cooler lines. Tighten fittings to 26 ft. lbs. (35 N.m). Remove
lifting tools.
5) Reinstall coolant hoses to firewall. Install timing pick-
up and camshaft sensor connectors. Reconnect engine connector to
wiring harness connector on left wheel housing. Reconnect relay and
install wiring duct mounting nuts. Install harness connector cover.
6) Install fuel hoses, cruise control vacuum hose, ECC vacuum
hoses, brake servo vacuum hose, throttle cable and throttle pulley
cover. Install air mass meter and intake hose. Reconnect idling valve
hose and connector. Reconnect oil trap hoses. Reconnect 2 EVAP vacuum
hoses.
7) Install servo pump and drive belt. Install radiator and
radiator hoses, expansion tank hoses, and transmission oil cooler
lines. Tighten cooling line fittings to 26 ft. lbs. (35 N.m). Install
cooling fan. Install battery and reconnect positive cable.
8) Jack up vehicle and reconnect cooling lines to
transmission. Tighten fittings to 26 ft. lbs. (35 N.m). Install
exhaust pipe and heat shield. Install radiator mounting bolts, air
baffle under radiator, and splash guard under engine. Fill engine with
oil and cooling system. Connect negative battery cable. Start engine
INTAKE MANIFOLD
For intake manifold removal and installation, see
CYLINDER HEAD under REMOVAL & INSTALLATION.
EXHAUST MANIFOLD
Removal
Remove exhaust manifold-to-cylinder head nuts. Disconnect
front exhaust pipe. Remove 2 heat shields from exhaust manifold. Lift
manifold off studs, turn it 90 degrees, and lift out of engine
compartment. On vehicles with A/C, use care to avoid damage to switch
on A/C pipe.
Installation
Install manifold with NEW gaskets. Install front exhaust pipe
to manifold. Tighten manifold-to-cylinder head nuts to 18 ft. lbs. (25
N.m). Install heat shields. Using Loctite on bolts, and ensuring
springs and washers are under exhaust pipe nuts, tighten front exhaust
pipe-to-manifold nuts to end of threads. Do not tighten to more than
84 INCH lbs. (10 N.m).
CYLINDER HEAD
Removal
1) Disconnect negative battery cable. Remove expansion tank
cap. Remove splash guard under engine. Open drain cocks on cylinder
block and radiator and drain coolant. Remove exhaust manifold-to-front
exhaust pipe nuts. Remove exhaust manifold. See EXHAUST MANIFOLD under
REMOVAL & INSTALLATION. Remove timing belt. See TIMING BELT under
REMOVAL & INSTALLATION.
2) Lift and place fuel distribution manifold and injectors
aside. Install Holders (5465) to injectors. Disconnect 2 braided
ground leads from engine. Remove 4 fan shroud retaining screws. Remove
control module box cooling air ducts. Bend shroud aside slightly, lift
relay holder, and disconnect electric cooling fan connectors. Remove
control module box and air cleaner intakes. Lift out electric cooling
fan assembly.
NOTE: Avoid damage to injector nozzles and needles.
3) Disconnect Idle Air Control (IAC) valve and Throttle

Position (TP) potentiometer connectors. Disconnect crankcase
ventilation and EVAP canister hoses. Disconnect servo (vacuum)
reservoir and intake manifold vacuum servo hoses. Remove intake hose.
4) Remove 3 intake manifold upper mounting bolts. Remove oil
dip-stick and bracket from intake manifold. Loosen manifold lower
mounting bolts a few turns. Remove manifold bracket bolt. Remove
intake manifold.
Mark camshaft pulleys for reassembly reference and remove camshaft
pulleys. Remove timing belt cover inner bolt. Remove air cleaner
housing and hoses. Remove Camshaft Position (CMP) sensor and shutter.
Remove distributor cover, rotor and ignition lead clip. Remove torque
arm and brackets. Starting at outer edge and working inward, remove
bolts in upper half of cylinder head. Remove upper cylinder head by
very carefully tapping upward with a copper mallet at parting lugs and
camshaft pulley end. Mark camshafts for reassembly reference and
remove camshafts.
6) Remove 2 coolant pipe bolts. Starting at outer edge and
working inward, remove cylinder head bolts. Remove cylinder head. See
Fig. 3. Remove cylinder head gasket.
Fig. 3: Exploded View Of Engine Assembly
Fig. 4: Removing Components From Rear Of Engine
Installation
1) Remove starter and protective plug. Install Crankshaft
Locking Tool (5451). See Fig. 5. Turn crankshaft counterclockwise
until stopped by tool. Using NEW gasket, install bottom half of
cylinder head. Oil bolts and tighten, in sequence, in 3 steps. See
Fig. 6. See TORQUE SPECIFICATIONS. Install coolant pipe with NEW
gasket.
Fig. 5: Attaching Crankshaft Locking Tool (5451)

Fig. 6: Cylinder Head Bold Tightening Sequence
2) Install NEW cylinder head gasket and "O" rings in spark

plug wells. Remove No. 1 and No. 5 spark plugs. Oil lower camshaft
bearing seats. Using a roller, apply Sealing Compound (1 161 059-9) to
upper section of cylinder head. Ensure sealer does not penetrate oil
passages. Oil upper camshaft bearing seats. Install camshafts in upper
cylinder head section, using Holder (5453) at front and Locking Tool
(5452) at rear to secure camshafts. See Fig. 7.
Fig. 7: Using Locking Tool (5452) To Secure Camshafts

3) Install upper cylinder head. Tighten against lower section

using 2 Press Tools (5454). Tighten retaining bolts to 13 ft. lbs. (17
N.m), starting from inside and working outward. Remove 2 press tools.
4) Using Drift (5449), install camshaft front seals. Install
camshaft pulleys and align timing marks. See Fig. 8. Tighten each
pulley with 2 bolts, just until bolts are in contact with pulleys.
5) Remove upper timing belt cover. Install belt tensioner and

tighten bolts to 18 ft. lbs. (25 N.m). Place timing belt over camshaft
pulleys, around coolant pump, and press over tensioner pulley. Loosen
camshaft pulley bolts and remove tensioner locking pin.
6) Install third camshaft pulley bolt. Hold camshaft pulleys
still and tighten bolts alternately to 15 ft. lbs. (20 N.m). Install
inner timing belt cover bolt. Install upper timing belt cover. On both
engines, remove crankshaft locking tool and install protective plug.
Install starter. Remove camshaft locking tool. Install upper
transmission cover.
7) Turn crankshaft through 2 revolutions. Ensure timing marks
on crankshaft and camshaft pulleys are correctly aligned. See Fig. 8.
Install outer timing belt cover. On both engines, use D rift (5450),
and install right rear camshaft seal. See Fig. 9. Install torque arm
and switch brackets, distributor rotor and ignition lead clip. Install
camshaft position sensor and shutter, spark plugs, distributor cap and
wires, and air cleaner housing with hoses and connectors. Install
exhaust manifold. See EXHAUST MANIFOLD under REMOVAL & INSTALLATION.
8) Install intake pipe and cooling fan. Install fuel
distribution manifold. Install 2 engine ground leads. Install exhaust
pipe and splash guard under engine. Fill engine with oil and coolant.
Start and run engine until it reaches normal operating temperature.
Check for leaks.
Fig. 9: Installing Seal Using Drift (5450)

CRANKSHAFT FRONT SEAL

Removal
pulley threads are far as possible. Attach puller to crankshaft belt
pulley to puller arms act on bolts, not on pulley. See Fig. 10. Remove
crankshaft belt pulley. Remove oil seal with a screwdriver.
Fig. 10: Removing Crankshaft Belt Pulley

Installation
1) Clean seat and install new greased seal. Press in seal
using Drift (5455) and crankshaft center nut. Install timing belt
tensioner and tighten bolts to 18 ft. lbs. (25 N.m), plus an
additional 30 degrees. Install timing belt tensioner locking pin.
Place timing belt around crankshaft pulley and right idler pulley,
over camshaft pulleys, around coolant pump, and press over tensioner
pulley.
counterhold and tighten remaining bolts to 18 ft. lbs. (25 N.m).
Install upper timing belt cover. Turn crankshaft 2 revolutions
clockwise to ensure timing marks on crankshaft and camshaft pulleys
are aligned. Install spark plug cover.
TIMING BELT
Removal
1) Remove spark plug cover and 2 fuel line clips. Lift out
expansion tank and place on top of engine. Remove front timing belt
cover. Remove auxiliary drive belt. Remove right front wheel and
release wheel arch liner to gain access to vibration damper. Remove
vibration damper guard. Turn crankshaft clockwise until all timing
marks are aligned. See Fig. 8.
tensioner, upper timing belt cover and belt.
3) Remove tensioner upper mounting bolt and loosen lower
mounting bolt. Twist tensioner to free plunger/pulley. Remove lower
bolt, tensioner and belt.
CAUTION: DO NOT turn crankshaft or camshafts while belt is removed.
Inspection
1) Spin tensioner and idler pulleys and listen for bearing
noise. See Fig. 11.
2) Ensure pulley surfaces in contact with belt are clean and
smooth. Check tensioner pulley arm and idler pulley mountings, and
tighten bolts as necessary. See TORQUE SPECIFICATIONS. Check tensioner
for signs of leakage, no resistance when depressed, or a plunger that
cannot be depressed.
Fig. 11: Checking Tensioner & Idler Pulleys

Installation
1) Compress tensioner and tighten center nut. Wait until
compression has taken place and insert a 2 mm locking pin in plunger.
Install tensioner and tighten mounting bolts to 18 ft. lbs. (25 N.m).
Place timing belt around crankshaft pulley and right idler. Place belt
over camshaft pulleys. Position belt around water pump and press over
tensioner pulley.
2) Remove tensioner locking pin. To complete installation,
reverse removal procedure. Turn crankshaft 2 revolutions to ensure
timing marks on crankshaft and camshaft pulleys are aligned. See
Fig. 8.
CAMSHAFTS
Removal
For camshaft removal and installation, see CYLINDER HEAD
under REMOVAL & INSTALLATION.
FRONT & REAR CAMSHAFT OIL SEALS

Removal
1) Disconnect negative battery cable. Remove spark plug cover
and 2 fuel line clips. Lift expansion tank and place on top of engine.
Remove front timing belt cover and right front wheel. Loosen right
wheel arch lining to access vibration damper.
2) On both engines, remove timing belt. See TIMING BELT. Use
Counterhold (5199) to hold camshaft stationary. See Fig. 12. Remove
camshaft pulleys. Using a screwdriver, carefully pry out front seals.
Clean seats and check shafts for wear.
Installation
Using Drift (5449), install new front seal.
Fig. 12: Using Counterhold (5199) To Hold Camshaft Stationary

Removal
Remove air cleaner housing with hoses and connectors. Remove
distributor cover, rotor and ignition lead clip. Remove camshaft
position sensor housing and shutter.
Installation
Using Drift (5450), install new greased rear seal. See Fig. 9
. Seal is located on same plane as edge of inside shoulder. To
REAR CRANKSHAFT OIL SEAL

NOTE: For manual transmission removal procedures, see
TRANSMISSION REMOVAL & INSTALLATION - M/T article in MANUAL
TRANS SERVICE section . Automatic transmission removal
information is not available at time of publication.

Install Gear Sector (5112) to keep crankshaft from turning.
Remove flywheel. Pry out seal with screwdriver. Tap in new greased
seal using Drift (5430) and Installer (1801). Install flywheel. Apply
Loctite to new bolts and tighten to 33 ft. lbs. (45 N.m), plus an
additional 50 degrees.
WATER PUMP
Removal
Remove expansion tank cap and drain coolant. Remove timing
belt. See TIMING BELT. Remove bolts holding water pump to engine
block. See Fig. 13. Remove water pump.
Installation
Remove old gasket from cylinder block. Install water pump.
Tighten mounting bolts alternately to 15 ft. lbs. (20 N.m). Install
timing belt. See TIMING BELT. Fill engine with coolant. Start engine
Fig. 13: Removing Water Pump

OIL PUMP
Removal
pulley threads are far as possible. Attach a puller to crankshaft belt
pulley to puller arms act on bolts, not on pulley. Remove crankshaft
belt pulley. Remove 4 oil pump mounting bolts. See Fig. 14. Pry off
oil pump with a screwdriver inserted behind lugs.
Inspection
1) Check all oil pump components for damage and wear. Closely
inspect crescent between suction and delivery sides. If any defective
components are found, replace entire pump assembly.
2) Ensure relief valve spring length is within specification.
See OIL PUMP SPECIFICATIONS table. Using a feeler gauge, check outer
rotor-to-housing clearance. If clearance is not within specification,
replace oil pump assembly.
OIL PUMP SPECIFICATIONS TABLE

Component Clearance
Outer Rotor-To-Housing .................... .014" (.35 mm)

Relief Valve Spring
Free Length .......................... 3.233" (82.13 mm)
Lbs. @ In. (N @ mm)
Pressure
Valve Closed .................... 12 @ 2.21 (52 @ 56.1)
Valve Open ...................... 19 @ 1.57 (85 @ 39.9)

Installation
1) Using NEW gasket and Drift (5455), install oil pump. Pull
in pump using crankshaft center nut. Tighten oil pump bolts
alternately to 84 INCH lbs. (10 N.m). Install timing belt tensioner
and tighten bolts to 18 ft. lbs. (25 N.m). Install timing belt
tensioner locking pin. Place timing belt around crankshaft pulley and
right idler pulley, over camshaft pulleys, around coolant pump, and
press over tensioner pulley.
counterhold and tighten bolts to 18 ft. lbs. (25 N.m). Install upper
timing belt cover. Turn crankshaft 2 revolutions clockwise to ensure
timing marks on crankshaft and camshaft pulleys are aligned. Install
spark plug cover.
Fig. 14: Removing Oil Pump Retaining Bolts
OVERHAUL
CYLINDER HEAD
Cylinder Head
Ensure all mating surfaces are clean. Measure cylinder head
warpage. If longitudinal warpage is less than .020" (.50 mm), or
lateral warpage is less than .008" (.20 mm), resurfacing is not
required. If warpage is greater than specifications, resurface
cylinder head. Maximum resurface limit is .011" (.30 mm).
Valve Springs
Measure valve spring free length. Replace any spring shorter
than minimum free length specification. See VALVE SPRING FREE LENGTH
in VALVES & VALVE SPRINGS table under ENGINE SPECIFICATIONS.
Valve Stem Oil Seals

Place new seal on valve stem. Remove protective sleeve. Using
Drift (5379), push seal onto stem by hand only as far as possible. Do
not use a hammer to install valve stem seals.
Valve Guides
Three replacement valve guides are available. Standard valve
guide has no grooves at top and is .472" (12 mm) in diameter. First
oversize valve guide has one groove at top and is .476" (12.1 mm) in
diameter. Second oversize valve guide has 2 grooves at top and is .
480" (12.2 mm) in diameter.
Valve Seat
Replacement procedure is not available at time of
publication.
Valves
Check valve for wear or burning. Measure valve dimensions
after refacing. Replace any valve that does not meet specification.
See VALVES & VALVE SPRINGS table under ENGINE SPECIFICATIONS. Measure
valve stem installed height after refinishing valve or seat. See
CYLINDER HEAD table under ENGINE SPECIFICATIONS.
Valve Seat Correction Angles

Ensure valve seat angles are within specification. For face
angle, see VALVES & VALVE SPRINGS table under ENGINE SPECIFICATIONS.
Upper relief angle is 15 degrees. Lower relief angle is 70 degrees.
CYLINDER BLOCK ASSEMBLY

Piston & Rod Assembly
1) Carefully press out pistons and connecting rods by hand.
Mark pistons and connecting rods for reassembly reference. Carefully
pry out piston pin locking circlip with a screwdriver. Clean and
inspect all components for damage. Check connecting rod cap bolt
length. Maximum length is 2.16" (55 mm).
2) Check piston pin fit in connecting rod. No play should be
present as pin should slide through hole with gentle thumb pressure.
Replace piston as necessary. Check piston pin fit in connecting rod in
same manner. If pin fails to slide through hole without play when
pressed with thumb, install NEW connecting rod bushing. Ensure
numerical designation on connecting rod faces toward starter motor
side of block.
Fitting Pistons
Install pistons using Piston Ring Compressor (115 8281).
Ensure arrow on top of piston faces toward timing belt end of engine.
Piston Rings
1) Using Piston Ring Pliers (998 5424), remove piston rings.
Remove carbon deposits. Scrape ring grooves clean. Check pistons for
damage and repair as necessary. Check piston ring side play and piston
diameter. See PISTONS, PINS & RINGS under ENGINE SPECIFICATIONS.
2) Using Piston Ring Pliers (998 5424), install piston rings
so gaps are 120 degrees apart. Install upper compression and oil
scraper rings with text facing upward. Install lower compression ring
with groove facing downward.
Crankshaft & Main Bearings

1) Remove engine from vehicle. See ENGINE under REMOVAL &
INSTALLATION. Remove cylinder head. See CYLINDER HEAD under REMOVAL &
INSTALLATION. Place engine upside down. Remove oil filter. Disconnect
flame trap return line. Remove oil pan. Remove all oil passage "O"
rings. Remove oil pump suction pipe and "O" ring.
2) Rotate crankshaft so all piston connecting rod bolts are
accessible for removal without rotating crankshaft again. Starting at
sides and working toward center, remove intermediate section bolts.
Loosen intermediate section by carefully tapping with a plastic
mallet. Remove crankshaft rear seal.
CAUTION: DO NOT not allow crankshaft to rotate.
3) Check identification markings on connecting rods and

connecting rod caps. Mark components for reassembly reference as
necessary. Remove connecting rod caps. Lift crankshaft out of block
and support on "V" blocks on 2 outermost main journals. Remove main
bearings from block. Mark position of thrust bearing for reassembly
reference.
4) Use micrometer and measure crankshaft out-of-round and
taper. Ensure to measure at several points around circumference and
along length. Use Dial Gauge (9684) and Magnetic Stand (9696) to check
straightness of crankshaft. See ENGINE SPECIFICATIONS.
5) Check classification markings on cylinder block and
crankshaft before installing crankshaft main bearings. Main bearings
are color-coded Yellow, Blue and Red. Torque intermediate section
bolts in 5 stages. Each stage should be completely torqued before
beginning another stage. See Fig. 15. See TORQUE SPECIFICATIONS. After
main bearings are installed and intermediate section is tightened,
check crankshaft end play.
Fig. 15: Intermediate Section Tightening Sequence (Typical)

Thrust Bearing
Ensure thrust bearing is marked for reassembly reference.
Cylinder Block
1) Wipe bores clean and visually check. Measure bores using
Dial Gauge (9639), Micrometer (9704), and micrometer stand. Use dial
gauge and check for maximum wear at right angles to center line of
engine immediately below top dead center. Check for minimum wear in
direction of center line at bottom dead center.
2) Each cylinder is identified by a classification mark (C,
D, E, or G) punched in rear of block. Oversize bores can be indicated
by OS1 or OS2. See CYLINDER BLOCK under ENGINE SPECIFICATIONS.
ENGINE OILING
ENGINE LUBRICATION SYSTEM
Crankcase Capacity
Oil capacity is 4.4 qts. (5.3L) with filter. On turbocharged
engines, add .95 qt. (.9L) if turbo oil cooler is drained.
Oil Pressure
Oil pressure is 14 psi (.10 bar) at idle and 43 psi (.30 bar)
at 3000 RPM. See Fig. 16.
Fig. 16: Engine Oil Schematic


Bump Stop-To-Support Member Bolt ................. 37 (50)

Camshaft Cover Bolt .............................. 13 (17)
Camshaft Pulley Bolt ............................. 15 (20)
Connecting Rod Bearing Cap Bolt .............. ( 1) 15 (20)
Cylinder Block (Intermediate Section)
Stage No. 1 (M10 Bolt) ......................... 15 (20)
Stage No. 2 (M10 Bolt) ......................... 33 (45)
Stage No. 3 (M8 Bolt) .......................... 18 (25)
Stage No. 4 (M7 Bolt) .......................... 13 (17)
Stage No. 5 (M10 Bolt) ............................ ( 1)
Cylinder Head Bolt
Stage No. 1 .................................... 15 (20)
Stage No. 2 .................................... 44 (60)
Stage No. 3 ....................................... ( 2)
Drain Plug ....................................... 35 (26)
Engine Mount Top Nut ............................. 37 (50)
Exhaust Manifold-To-Cylinder Head Nut ............ 18 (25)
Exhaust System Bolt Behind Catalytic Converter ... 18 (25)
Flywheel-To-Crankshaft Bolt .................. ( 3) 33 (45)
Gearbox-To-Engine Bolt ........................... 37 (50)
Heat Shield Bolt ................................. 11 (15)
Intake Manifold Bolt ............................. 15 (20)
Knock Sensor Bolt ................................ 15 (20)
Oil Pan Bolts .................................... 20 (15)
Oil Pick-Up Tube ................................. 13 (17)
Spark Plug ....................................... 18 (25)
Timing Belt Pulley Bolt .......................... 30 (40)
Timing Belt Tensioner Bolt ....................... 18 (25)
Torque Converter-To-Flywheel Bolt ................ 30 (40)
Transmission Bump Stop Nut ....................... 37 (50)
Transmission Oil Cooler Fittings ................. 22 (30)
Transmission Support Member Bolt ................. 37 (50)
Upper Cylinder Head Retaining Bolt ............... 13 (17)
Vibration Damper Bolt ........................ ( 4) 18 (25)
Vibration Damper Center Nut .................... 133 (180)
Water Pump Bolt .................................. 15 (20)
INCH Lbs. (N.m)
Front Exhaust Pipe-To-Manifold Nut ............... 84 (10)

Oil Pump Bolt .................................... 84 (10)

ENGINE SPECIFICATIONS
GENERAL ENGINE SPECIFICATIONS

GENERAL ENGINE SPECIFICATIONS TABLE

Displacement
Non-Turbo ......................................... 2.4L
Bore
Non-Turbo ................................ 3.26" (83 mm)
Stroke ..................................... 3.54" (90 mm)
Compression Ratio
Non-Turbo ....................................... 10.5:1
Fuel System
Non-Turbo .......................................... MFI
Horsepower @ RPM
Non-Turbo ................................... 168 @ 6200
Torque Ft. Lbs. @ RPM
Non-Turbo ................................... 162 @ 3300
CRANKSHAFT, MAIN & CONNECTING ROD BEARINGS SPECIFICATIONS

CRANKSHAFT, MAIN & CONNECTING ROD BEARINGS TABLE

Crankshaft
End Play ........................... .003-.007 (.08-.19)
Runout .................................... .0013 (.032)
Main Bearings
Journal Taper ............................. .0002 (.004)
Oil Clearance .................. .0010-.0018 (.025-.045)
Connecting Rod Bearings
Journal Taper ............................. .0002 (.004)
CONNECTING RODS SPECIFICATIONS

CONNECTING RODS TABLE

Bore Diameter
Crankpin Bore ................................ 2.08 (53)
Out-Of-Round Maximum ...................... .0002 (.004)
Side Play ............................ .006-.018 (.15-.45)
PISTONS, PINS & RINGS SPECIFICATIONS

PISTONS, PINS & RINGS TABLE

Pistons
Clearance ...................... .0003-.0011 (.010-.030)
Diameter
Size C .................. 3.2669-3.2673 (82.980-82.990)
Size D .................. 3.2673-3.2677 (82.990-83.000)
Size E .................. 3.2677-3.2681 (83.000-83.010)
Size G .................. 3.2683-3.2689 (83.017-83.032)
Oversize 1 .............. 3.2746-3.2752 (83.177-83.192)
Oversize 2 .............. 3.2825-3.2831 (83.377-83.392)
Pins
Diameter .................................. .905 (23.00)
Rings
No. 1
End Gap ........................... .008-.016 (.20-.40)
Side Clearance ................ .0019-.0030 (.050-.085)
No. 2
End Gap ........................... .008-.016 (.20-.40)
Side Clearance ................ .0012-.0026 (.030-.065)
No. 3 (Oil)
End Gap ........................... .009-.020 (.25-.50)
Side Clearance ................ .0008-.0022 (.020-.055)
CYLINDER BLOCK SPECIFICATIONS

CYLINDER BLOCK TABLE

Cylinder Bore
Size C ................... 3.2677-3.2681 (83.000-83.010)
Size D ................... 3.2681-3.2685 (83.010-83.020)
Size E ................... 3.2645-3.2688 (83.020-83.030)
Size G ................... 3.2692-3.2696 (83.040-83.050)
Oversize 1 ............... 3.2755-3.2759 (83.200-83.210)
Oversize 2 ............... 3.2834-3.2838 (83.400-83.410)
Maximum Taper ............................... .004 (.10)
Maximum Out-Of-Round ........................ .004 (.10)
Deck Height ................................. 5.20 (132.1)
Maximum Machining ........................... .012 (.30)
Maximum Deck Warpage
Length ...................................... .020 (.50)
Width ....................................... .008 (.20)
VALVES & VALVE SPRINGS SPECIFICATIONS

VALVES & VALVE SPRINGS TABLE

Intake Valves
Face Angle ....................................... 45.5
Head Diameter ............ 1.215-1.226" (30.85-31.15 mm)
Length ..................... 4.09-4.10" (103.9-104.2 mm)
Stem Diameter ................ .273-.274" (6.95-6.97 mm)
Exhaust Valves
Face Angle ....................................... 44.5
Head Diameter ............ 1.057-1.069" (26.85-27.15 mm)
Length ..................... 4.06-4.07" (103.1-103.5 mm)
Stem Diameter ................ .273-.274" (6.95-6.97 mm)
Valve Springs
Free Length ............................ 1.69" (43.0 mm)
Lbs. @ In. (N @ mm)
Pressure
Valve Closed ...................... 61 @ 1.3 (270 @ 34)
Valve Open ...................... 151 @ .9 (670 @ 24.5)
CYLINDER HEAD SPECIFICATIONS

CYLINDER HEAD TABLE

Cylinder Head Height ..... 5.076-5.080" (128.95-129.05 mm)

Maximum Warpage
Length .................................. .020" (.50 mm)
Width ................................... .008" (.20 mm)
Maximum Machining ............................. .012 (.30)
Valve Seats
Intake Valve
Seat Angle ........................................ 45
Seat Width .................... .055-.070" (1.4-1.8 mm)
Maximum Seat Runout ............ .003-.004" (.07-.11mm)
Exhaust Valve
Seat Angle ........................................ 45
Seat Width .................... .070-.086" (1.8-2.2 mm)
Maximum Seat Runout ........... .003-.004" (.07-.11 mm)
Valve Guides
Valve Guide Diameter
Standard .............................. .472" (12.0 mm)
Oversize 1 ............................ .476" (12.1 mm)
Oversize 2 ............................ .480" (12.2 mm)
Valve Stem-To-Guide Oil Clearance
Minimum
Exhaust ....................... .002-.003" (.04-.07 mm)
Intake ........................ .001-.002" (.03-.06 mm)
Maximum ................................ .006" (.15 mm)
CAMSHAFT SPECIFICATIONS
CAMSHAFT TABLE

End Play ............................. .002-.008 (.05-.20)

Lobe Lift .................................... .333 (8.45)
Oil Clearance
Minimum ................................... .0012 (.030)
Maximum ................................... .0027 (.071)
VALVE LIFTERS SPECIFICATIONS

VALVE LIFTERS TABLE

Lifter Diameter ............................ 1.260 (32.00)

Lifter Height
External ..................... 1.022-1.043 (25.95-26.05)
Internal
Compressed ............................... .636 (16.15)
Unloaded ................................. .724 (18.40)

COOLING SYSTEM SPECIFICATIONS
1995 Volvo 850
ENGINE COOLING
Cooling System Specifications
1994-96: 850, 960
BELT ADJUSTMENT SPECIFICATIONS

BELT ADJUSTMENT

Application (1) Deflection - In. (mm)
850 & 960 ........................................... ( 2)
(1) - Deflection is measured with moderate thumb pressure

applied midway on longest belt run.
(2) - Belt is self-adjusting. See Fig. 1.
Fig. 1: Identifying Belt Routing (850 & 960)



Model Specification
Coolant Replacement Interval ......................... ( 1)
Coolant Capacity
850
Non-Turbo ............................ 7.6 Qts. (7.2L)
Turbo ................................ 7.4 Qts. (7.0L)
960 .................................... 10.5 Qts. (10L)
Thermostat Opens
Starts (2) ............................... 186 F (90 C)
Fully Open .............................. 216 F (102 C)
(1) - Manufacturer does not require routine coolant

replacement.
(2) - Turbo thermostat starts opening at 180 F (87 C).
WIRING DIAGRAMS
Fig. 2: Electric Cooling Fan System Schematic (850)

Courtesy of Volvo Cars of North America
Fig. 3: Electric Cooling Fan System Schematic (960)
DRIVE BELT ROUTING
1995 Volvo 850
1993-96 ENGINE COOLING

Serpentine Belt Routing
850, 960
SERPENTINE BELT ROUTING
SERPENTINE BELT ROUTING
Fig. 1: Identifying Belt Routing (850 & 960)

SERPENTINE BELT ADJUSTMENT SPECIFICATIONS

BELT ADJUSTMENT

Application Deflection - In. (mm)
850 & 960 ........................................... ( 1)
(1) - Belt is self-adjusting. See Fig. 1.

ENGINE COOLING FAN
1995 Volvo 850
ENGINE COOLING
Electric Cooling Fan
1994-96: 850, 960
ELECTRIC COOLING FAN

All vehicles with are equipped with an electronic cooling
fan. On 850 and 960, cooling fan is operated by a relay, either in
response to engine temperature signal received by Motronic control
unit or directly by pressure switches mounted in A/C high pressure
line. Cooling fan relay is located in front of battery.
TROUBLESHOOTING & TESTING

NOTE: Trouble shooting information not available for 850 and
960 models.
WIRING DIAGRAMS
Fig. 1: Cooling Fan System Wiring Diagram (1994 850 2.3L Turbo)
Fig. 2: Cooling Fan System Wiring Diagram (1994 850 2.4L)
Fig. 3: Electric Cooling Fan System Wiring Diagram (1995-96 850)
Fig. 4: Cooling Fan System Wiring Diagram (1994 960)
Fig. 5: Electric Cooling Fan System Wiring Diagram (1995-96 960)
A/C-HEATER SYSTEM - AUTOMATIC
1995 Volvo 850
1995-96 Auto. A/C-Heater Systems
Volvo 850

WARNING: To avoid injury from accidental air bag deployment, read and
carefully follow all SERVICE PRECAUTIONS and DISABLING &
ACTIVATING AIR BAG SYSTEM procedures in the AIR BAG RESTRAINT
SYSTEM article in the ACCESSORIES/SAFETY EQUIPMENT section.
CAUTION: When battery or radio is disconnected, radio will go into

anti-theft protection mode. Obtain radio code anti-theft
protection code from owner prior to servicing vehicle.
A/C SYSTEM SPECIFICATIONS

SPECIFICATIONS

Compressor Type .................... Zexel DKS-15CH 6-cyl.

Compressor Belt Tension (1)
Compressor Oil Capacity ..................... ( 2) 6.8 ozs.
Refrigerant Capacity (R-134a) .................. 26.4 ozs.
System Operating Pressures (3)
High Side ............... 406-450 psi (28.5-31.6 kg/cm )
Low Side .................... 25-33 psi (1.8-2.3 kg/cm )
(1) - Belt tension is maintained by automatic belt tensioner.

(2) - Use PAG Oil (Part No. 11 61 407-0)
(3) - Pressure switch cut-out points.
DESCRIPTION
The Electronic Climate Control (ECC) module (A/C-heater
control panel) contains a function selector dial, driver’s and
passenger’s temperature dials, a REC (recirculated air) switch, A/C
OFF switch, and a fan speed (blower motor) control lever. See Fig. 1.
The heater (blower motor) fan is controlled by ECC output (power)

stage. Air conditioning system will only operate above 32 F (0 C).
Blower switch must not be in zero position to allow compressor to
engage.
Other system components include an A/C relay, A/C compressor,
low-pressure switch (pressostat), A/C safety and high-pressure switch,
engine coolant temperature sensor, outside temperature sensor,
interior temperature sensors, and duct temperature sensors.
In addition, driver’s and passenger’s temperature control
damper motors, recirculation damper motor, floor/defroster damper
motor, ventilation damper motor, and diagnostic connectors (units)
complete system.
Fig. 1: Identifying ECC Control Panel
OPERATION
A/C COMPRESSOR CLUTCH CONTROL

The A/C compressor electromagnetic clutch is powered by the
A/C relay. Compressor operation requires that the A/C relay be
activated by both Electronic Climate Control (ECC) module and Engine
Control Module (ECM). The ECM turns A/C compressor off when engine is
at full acceleration, at high engine temperature, and for 5-10 seconds
after starting engine.
The ECC control module normally supplies voltage to A/C
relay, except when heater (blower motor) fan is off and vehicle speed
is less than 20 MPH, when heater fan is off and recirculation is on,
or momentarily when under full acceleration.
If A/C is switched off using the AC OFF switch, ECC control
module will cut supply voltage to relay, turning off compressor.
However, this does not apply when air distribution control is in
defrost setting, since A/C is always on in this case.
A/C PRESSURE SWITCHES

The A/C compressor is connected in series with the low-
pressure switch, high-pressure switch, and safety switch. The high-
pressure and safety switch cut power to the A/C compressor if pressure
in the A/C high-pressure circuit becomes excessive, supplying a signal
to ECM to start cooling fan.
The low-pressure switch (pressostat) turns A/C compressor on
and off to maintain pressure within limits.
AIR DISTRIBUTION CONTROL

Air distribution control is based on signals from ECC control
module, which controls the ventilation damper motor and
floor/defroster damper motor. When set to AUT (automatic) mode, the
air distribution control circuit computes air distribution based on
outside (ambient) temperature, the position of driver’s side
temperature control dial, and engine coolant temperature.
At low outside temperatures, the ECC control module selects
floor/defrost setting, with a slight amount of bi-level air if

sunshine
is present. If outside temperature is between 50-66 F (10-
19 C), a varying degree
of bi-level air is selected. At temperatures
greater than 68 F (20 C), all air is directed to instrument panel
vents.
The ventilation air distribution setting is selected if
driver’s side control panel is set for maximum cooling. The
floor/defrost setting is selected if maximum heating is selected.
The defrost air distribution setting is selected if engine is
cold and outside and interior temperatures are also low. This changes
to varying degrees of floor/defrost air distribution as engine coolant
temperature increases. The transition from defroster to
floor/defroster setting takes place more quickly in sunshine.
AIR TEMPERATURE SENSORS & SOLAR SENSOR

Two interior temperature sensors and 2 duct temperature
sensors are required for individual temperature control of driver’s
and passenger’s sides. Each interior temperature sensor incorporates a
fan which draws air through sensor.
The resistance of the air temperature sensors decreases as
temperature increases. The solar sensor, combined with the theft alarm
diode, is a photodiode which generates a current when exposed to solar
radiation.
DAMPER MOTORS
The temperature control damper motors, recirculation damper
motor, floor/defroster damper motor, and ventilation damper motor are
all identical, but their control range varies according to the damper
being controlled.
The damper motors have a position sensor to enable the ECC
control module to determine damper position, learn the damper limit
positions, and to detect any fault in damper motor. The ventilation
damper is operated by damper motor through 2 gear segments; one fitted
to damper motor shaft and the other on ventilation damper shaft.
FAN CONTROL
Heater (blower motor) fan speed is variably controlled by ECC
output (power) stage in response to signals from ECC control module.
The ECC control module digital control signals vary in length
according to required fan speed.
The ECC output stage has an electronic unit which receives
the digital control signals and converts them to voltage. If there is
no control signal or the fan is disabled, the ECC output stage sends a
diagnostic signal to inform the ECC control module of the fault.
If fan speed control lever is set to AUT (automatic) mode,
fan speed is influenced by the position of driver’s side temperature
control dial, driver’s side interior temperature sensor, vehicle
speed, and engine coolant temperature.
The highest fan speed is selected if driver’s side
temperature control dial is set to maximum or minimum cooling or
heating. The greater the difference between the desired and actual
temperatures, as sensed by the driver’s side temperature sensor, the
higher the fan speed.
As vehicle speed increases, the fan speed will be reduced to
maintain a constant airflow throughout the passenger compartment. When
heating the passenger compartment after starting a cold engine, the
fan speed is gradually increased as engine coolant temperature rises.
RECIRCULATED AIR MODE
The ECC control module selects recirculated air mode only for
a combination of cooling and high outside temperature, provided that:
* There is a considerable difference between the desired and

actual temperature on driver’s side. The quantity of
recirculated air will vary between 70-100 percent, depending
on difference in temperature.
* A high fan speed is manually selected. In this case, the
recirculation damper will be set to a mid-position (50
percent of the air will be recirculated).
Recirculation Motor
This motor operates the recirculation damper by means of a
mechanical linkage in response to signals from ECC control module.
Recirculation Switch
The off position of REC (recirculation) switch corresponds to
automatic operation, the ECC control module determines whether
recirculation is required.
Air Distribution Switch

With air distribution switch in defroster position,
recirculated air mode always cuts out, as humidity in passenger
compartment will normally be higher than that of outside air.
Recirculation Damper
In AUT (automatic) mode, recirculation damper movement is
limited to fractions of a second. It takes about half a minute from
full recirculation to take effect if outside temperature is high.
TEMPERATURE CONTROL
Individual temperature control is provided by the driver’s
and passenger’s side temperature control damper motors in response to
signals from ECC control module.
The ECC control module computes temperature control damper
motors based on inputs from temperature dial settings, duct
temperature sensors, interior temperature sensors, solar sensor,
engine coolant temperature sensor, and outside (ambient) temperature
sensor.
The air temperature is monitored downstream of temperature
control dampers by the duct temperature sensors. The difference
between the desired and actual interior temperature, as monitored by
interior temperature sensors, has a direct effect on temperature
control damper positions.
In direct sunlight, the temperature control dampers are
positioned to provide a lower temperature, as determined by solar
sensor input. If the engine is cold and outside temperature is low,
the temperature control dampers are set for more heat to reach the
desired temperature faster.
TROUBLE SHOOTING
SELF-DIAGNOSTICS
The Electronic Climate Control (ECC) control module can
detect faults in the system and store Diagnostic Trouble Codes (DTCs).
If a fault is present, system informs driver by flashing AC OFF and
REC switch LEDs for 20 seconds.
A fault warning is given when a fault is discovered or
present each time ignition is turned on or engine started. DTCs will
remain stored until cleared by an input code.
NOTE: Test Unit (981 3190) and Adapter (981 3194) are required for
DTC diagnosis. The Volvo Diagnostic Key (998 8670) may be
used to perform self-diagnostics. Follow tool manufacturer’s
instructions.
There are 3 different test modes/settings which can be

selected for reading off DTCs. TEST MODE 1 may be used for reading off
DTCs detected by control unit (up to 47 codes can be stored). TEST
MODE 2 checks signals from speedometer and solar sensor.
TEST MODE 4 is used to check electrical circuits in A/C
system, reset information on damper motor limit positions and change
data transmission speed from ECC control module to on-board diagnostic
unit.
NOTE: Ignition must be turned off before switching from one test
mode to another.
ENTERING SELF-DIAGNOSTICS
1) Connect selector cable from diagnostic unit "A" to
terminal No. 1 of diagnostic unit "B", located behind right headlight.
See Fig. 2.
2) Turn ignition on. LED on diagnostic unit "A" should start
flashing. Each DTC (3-digits) consists of a series of flashes with a
short break between each series. DTCs are displayed in ascending
order. See AUTOMATIC A/C-HEATER SYSTEM DIAGNOSTIC TROUBLE CODES table.
Fig. 2: Identifying Diagnostic Units

AUTOMATIC A/C-HEATER SYSTEM DIAGNOSTIC TROUBLE CODES

Code # Condition/Affected Circuit
1-1-1 ..................... No Fault Found By Diagnostic System

1-2-1 .......... Outside Temp. Sensor Circuit Shorted To Ground
1-2-2 .................................... Outside Temp. Sensor
Circuit Open Or Shorted To Power
1-2-3 .... Driver’s Side Temp. Sensor Circuit Shorted To Ground
1-2-4 .............................. Driver’s Side Temp. Sensor
1-2-5 ....... Pass. Side Temp. Sensor Circuit Shorted To Ground
1-2-6 ................................. Pass. Side Temp. Sensor
1-3-1 ....... Driver’s Side Duct Temp. Sensor Shorted To Ground
1-3-2 ......................... Driver’s Side Duct Temp. Sensor
1-3-3 .......... Pass. Side Duct Temp. Sensor Shorted To Ground
1-3-4 ............................ Pass. Side Duct Temp. Sensor
1-3-5 ........................ No Engine Temp. Frequency Signal
1-4-1 ........ Driver’s Side Temp. Switch Faulty Control Signal
1-4-3 ........... Pass. Side Temp. Switch Faulty Control Signal
1-4-5 ........... Air Distribution Switch Faulty Control Signal
1-5-1 ..... Fan Speed Sensor Control Signal Missing Or Too High
1-5-2 ....... Fan Speed Sensor Control Signal Shorted to Ground
2-1-1 .............. Driver’s Side Damper Motor Position Sensor
2-1-2 .............. Driver’s Side Damper Motor Position Sensor
Shorted To Ground
2-2-1 ................. Pass. Side Damper Motor Position Sensor
2-2-2 ................. Pass. Side Damper Motor Position Sensor
Shorted To Ground
2-3-1 ................ Ventilation Damper Motor Position Sensor
2-3-2 ................ Ventilation Damper Motor Position Sensor
Shorted To Ground
2-3-3 .............. Floor/Defrost Damper Motor Position Sensor
Circuit Open Or Short To Power
2-3-4 .............. Floor/Defrost Damper Motor Position Sensor
Shorted To Ground
2-3-5 .............. Recirculation Damper Motor Position Sensor
Circuit Open Or Short To Power
2-3-6 ..................... Recirculation Damper Motor Position
Sensor Shorted To Ground
3-1-1 ... Driver’s Side Damper Motor Shorted To Ground Or Power
3-1-2 ...... Pass. Side Damper Motor Shorted To Ground Or Power
3-1-3 ..... Ventilation Damper Motor Shorted To Ground Or Power
3-1-4 ... Floor/Defrost Damper Motor Shorted To Ground Or Power
3-1-5 ... Recirculation Damper Motor Shorted To Ground Or Power
3-2-1 .............. Driver’s Side Damper Motor Active Too Long
3-2-2 ................. Pass. Side Damper Motor Active Too Long
3-2-3 ................ Ventilation Damper Motor Active Too Long
3-2-4 .............. Floor/Defrost Damper Motor Active Too Long
3-2-5 .............. Recirculation Damper Motor Active Too Long
4-1-1 ......... Pass. Compartment Fan Overcurrent Or Seized Fan
Intake Fan Shorted To Ground
Intake Fan, No Control Voltage
4-1-4 ............ Driver’s Side Temp. Sensor Intake Fan Seized
4-1-5 .... Pass. Side Temp. Sensor Intake Fan Shorted To Ground
4-1-6 .. Pass. Side Temp. Sensor Intake Fan, No Control Voltage
4-1-7 ............... Pass. Side Temp. Sensor Intake Fan Seized
4-1-8 .................... No Control Signal To ECC Power Stage
4-1-9 ....... ECC Power Stage Emitting Faulty Diagnostic Signal
4-2-0 ................ ECC Control Module Fault, Program Memory
5-1-1 ......................... Self-Adjustment Of Damper Motor
Limit Positions Not Carried Out
TEST MODE 1
1) Turn ignition on. Press button on diagnostic unit "A" for
about one second. Read LED flashes. If LED does not illuminate, go to
ON-BOARD DIAGNOSTIC UNIT CHECK under TESTING.
2) If LED flashes DTC 1-1-1, no faults are stored. If LED
flashes other than DTC 1-1-1, display DTCs and perform appropriate DTC
trouble shooting. To erase code, see ERASING CODES.
TEST MODE 2
1) Turn ignition on. Press button on diagnostic unit "A"
twice (for about one second each time). LED should start flashing
rapidly once TEST MODE 2 is activated. If LED does not start flashing
rapidly after button is pressed, go to ON-BOARD DIAGNOSTIC UNIT CHECK
under TESTING.
2) If LED flashes DTC 1-1-2, signal from solar sensor is
okay. If LED flashes DTC 1-1-3, signal from speedometer is okay. If
neither DTC is present, go to next step.
3) If DTC 1-1-2 is not present, check solar sensor. Go to
SOLAR SENSOR under TESTING. If DTC 1-1-3 is not present, check speed
sensor signal. Go to SPEEDOMETER SIGNAL under TESTING. To exit TEST
MODE 2, turn ignition off.
TEST MODE 4
1) Turn ignition on. Press button on diagnostic unit "A" 4
times (for about one second each time). LED should illuminate. If LED
illuminates, go to next step. If LED does not illuminate, go to
ON-BOARD DIAGNOSTIC UNIT CHECK under TESTING.
2) Control codes must be entered one step at a time. See
TEST MODE 4 CONTROL CODES table. LED should go off after each digit is
entered. Entering each digit in a code must be made within 4 seconds,
as failure to do so will abort input and TEST MODE 4 must be
restarted.
TEST MODE 4 CONTROL CODES

Code Test
1-1-1 .............................. Controlling A/C Relay

3-1-1 ................................... ( 1) Normal Speed
3-1-2 ....................................... ( 1) X2 Speed
3-1-3 .................................. ( 1) (2) X10 Speed
9-9-9 ................................. Self-Adjustment Of
Damper Motor Limit Positions
(1) - Changes data transmission speed/rate from ECC control

module to on-board diagnostic unit.
(2) - Used only with Volvo Diagnostic Key (998 8670).

Controlling A/C Relay
Enter control code 1-1-1 by pressing button on diagnostic
unit 3 times, with a short pause in between to allow LED to come on
again. ECC control module will now switch A/C relay on and off 5 times
(10 seconds on, 10 seconds off), switch A/C compressor on and off, and
turn control panel A/C indicator on and off. If A/C relay does not
respond as indicated, check A/C relay. See A/C RELAY CHECK under
TESTING.
Self-Adjustment Of Damper Motor Limit Positions

1) Turn ignition on. Place fan (blower motor) lever in manual
mode. Turn function selector to AUT (automatic). Ensure system is in
TEST MODE 4.
2) Enter control code 9-9-9 by pressing button on diagnostic
unit 9 times in quick succession. Enter each of the 9 series 3 times,
with a short pause in-between to allow LED to come on again. ECC
control module is now ready to adjust damper motor limit positions
automatically.
3) Wait about 10 seconds for fan to start. Turn ignition off
to exit TEST MODE 4. Turn ignition on. AC OFF and REC indicator on A/C
control panel should flash. Drive car for a few minutes at speeds
greater than 20 MPH.
4) Stop car and turn engine off, but leave ignition on for at
least 2 minutes to enable ECC control module to store all values.
Start TEST MODE 1 and record DTCs. If DTC 1-1-1 appears, self-
adjustment is complete. If DTC 5-1-1 appears, self-adjustment is not
complete.
Changing Data Transmission Speed/Rate From ECC Control Module

To On-Board Diagnostic Unit
Enter desired control code (3-1-1 or 3-1-2) by pressing
button on diagnostic unit "A", with a short pause in-between to allow
LED to come on again. System always starts at normal speed unless
another option is selected. If another option was selected, system
will revert to normal speed each time ignition is turned off.
ERASING CODES
1) All codes must be displayed at least once before they can
be erased. To erase codes, ensure selector cable is connected to
terminal No. 1 of diagnostic unit "B". See Fig. 2. Press and hold
diagnostic button for at least 5 seconds. LED should illuminate 3
seconds after button is released.
2) Press and hold diagnostic button for a minimum of 5
seconds more. When button is released, LED should go out. Ensure codes
have been erased by pressing diagnostic button once. If display shows
1-1-1, codes have been erased/cleared. If a DTC will not erase/clear,
perform that particular code’s diagnosis again.
DTC 1-2-1 OUTSIDE TEMP. SENSOR CIRCUIT SHORTED TO GROUND

1) Turn ignition off. Install Test Unit (981 3190) and
Adapter (981 3194) between ECC control module and harness connector.
See Fig. 3. Using ohmmeter, connect test leads between ground and test
unit pins No. 6, 9, 10 and 56. Ohmmeter should read zero ohms in each
terminal. If resistance is as specified, go to next step. If
resistance is not as specified, check for open circuit.
2) Disconnect Adapter (981 3194) from ECC control module.
Disconnect outside temperature sensor (located on right rear of engine
compartment). See Figs. 4 and 5. Connect ohmmeter leads between test
unit pins No. 10 and 14. Ohmmeter should read infinity. If reading is
as specified, go to next step. If reading is not as specified, check
for shorted circuit between sensor harness connector and ECC control
module.
3) Connect ohmmeter leads between outside temperature sensor
terminals. Resistance should be 8000-12,000 ohms. If resistance is not
as specified, replace outside temperature sensor. Clear and recheck
for codes.
Fig. 3: Using Test Unit To Diagnose ECC System

Fig. 4: Identifying Outside Temperature Sensor Terminals
Fig. 5: Locating Outside Temperature Sensor

DTC 1-2-2 OUTSIDE TEMP. SENSOR CIRCUIT OPEN OR SHORTED TO
POWER
1) Ensure DTCs 1-2-2, 1-2-4, 1-2-6, 2-1-1, 2-2-1, 2-3-1, 2-3-

3 or 2-3-5 are not present at the same time. If any of these codes are
present at the same time, check for an open circuit in the common
ground wire. If only DTC 1-2-2 is present, go to next step.
2) Turn ignition off. Install test unit and adapter between
ECC control module and harness connector. Using ohmmeter, connect test
leads between ground and test unit pins No. 6, 9, 10 and 56. Ohmmeter
should read zero ohms in each terminal. If resistance is as specified,
go to next step. If resistance is not as specified, check for open
circuit.
3) Turn ignition on. Connect voltmeter between test unit pins
No. 10 and 14. Check voltage to outside
temperature sensor. Voltage
should be about 2.6 volts at 68 F (20 C). If voltage reading is 5
volts, check for open in circuit or in outside temperature sensor. If
voltage reading is 12 volts, check for open in circuit between sensor
harness terminal No. 1 and ECC control module.
4) Turn ignition off. Disconnect Adapter (981 3194) from ECC
control module. Disconnect outside temperature sensor connector
(located on right rear of engine compartment). See Figs. 4 and 5.
Install jumper wire between sensor harness terminals. Connect ohmmeter
between test unit pins No. 10 and 14. If ohmmeter reads zero ohms,
wire is okay. Check for faulty sensor. If ohmmeter reads infinity,
sensor is okay. Check for open circuit.
DTC 1-2-3 & 1-2-5 DRIVER’S OR PASSENGER’S SIDE TEMP.

SENSOR CIRCUIT SHORTED TO GROUND

ECC control module and harness connector. Using ohmmeter, connect test
leads between ground and test unit pins No. 6, 9, 10 and 56. Ohmmeter
should read zero ohms in each terminal. If resistance is as specified,
go to next step. If resistance is not as specified, check for open
circuit.
2) Disconnect adapter from ECC control module. Disconnect
appropriate side temperature sensor connector. See Figs. 6 and 7.
Connect ohmmeter to test unit pins No. 10 and 12 to check driver’s
side temperature sensor and terminals No. 10 and 13 to check
passenger’s side temperature sensor.
3) If ohmmeter reads zero ohms, check for short circuit
between driver’s or passenger’s side temperature sensor and ECC
control module. See WIRING DIAGRAMS.
4) To check driver’s or passenger’s side temperature sensor,
ensure harness connector from sensor is disconnected. Connect ohmmeter
between temperature sensor terminal No. 3 (Brown wire) and terminal
No. 5 (Green or Yellow wire). Resistance should be 8000-12,000 ohms.
If resistance is not as specified, replace faulty temperature sensor.
Fig. 6: Identifying Passenger Compartment Temperature Sensor

Connector & Component Terminals
Fig. 7: Locating Passenger’s Side Temperature Sensor

SENSOR CIRCUIT OPEN OR SHORTED TO POWER
1) Ensure DTCs 1-2-2, 1-2-4, 1-2-6, 2-1-1, 2-2-1, 2-3-1, 2-3-

3 or 2-3-5 are not present at the same time. If any of these codes are
present at the same time, check for an open circuit in the common
ground wire. If only DTC 1-2-4 or 1-2-6 is present, go to next step.
ECC control module and wiring harness. Turn ignition on. Connect
voltmeter to test unit pins No. 10 and 12 to check driver’s side
temperature sensor and terminals No. 10 and 13 to check right side
temperature sensor.
3) Voltage should be about 2.6 volts at 68 F (20 C). If
voltage reading is 5 volts, check for open circuit in passenger’s side
temperature sensor then go to next step. If voltage reading is 12
volts, repair short circuit between sensor harness terminal No. 5
(Green or Yellow wire) and ECC control module.
4) Turn ignition off. Disconnect Adapter (981 3194) from ECC
control module. Disconnect temperature sensor connector. Install
jumper wire between sensor harness terminals No. 3 (Brown wire) and
No. 5 (Green or Yellow wire).
5) Connect ohmmeter between test unit pins No. 10 and 12 for
driver’s side temperature sensor or pins No. 10 and 13 for passenger’s
side temperature sensor. If ohmmeter reads zero ohms, wire is okay.
Check for faulty sensor. If ohmmeter reads infinity, sensor is okay.
Check for open circuit.
6) To check sensor resistance, disconnect sensor harness
connector. Connect ohmmeter between sensor terminals No. 3 (Brown
wire) and No. 5 (Green or Yellow wire). Resistance should be 8000-12,
000 ohms. If resistance is not as specified, replace faulty sensor.
Clear and recheck for DTC.
DTC 1-3-1 & 1-3-3 DRIVER’S OR PASSENGER’S SIDE DUCT

TEMP. SENSOR CIRCUIT SHORTED TO GROUND
1) Ensure ignition is off. Connect test unit to ECC control

module. Check ground circuits and repair as necessary. See DTC 1-2-1,
OUTSIDE TEMP. SENSOR CIRCUIT SHORTED TO GROUND. If ground circuits are
okay, go to next step.
2) Ensure ignition is off. Disconnect A/C control unit, but
leave test unit connected to A/C control unit connector. Disconnect
driver’s and passenger’s side duct temperature sensor connectors. See
Fig. 8.
3) Check wiring resistance for driver’s side duct temperature
sensor by measuring between test unit pins No. 56 and 47. Check wiring
resistance for passenger’s side duct temperature sensor by measuring
between test unit pins No. 56 and 48. If ohmmeter indicates no
continuity, go to next step. If ohmmeter indicates continuity, check
wiring for short to ground.
4) Ensure ignition is off. Ensure driver’s and passenger’s
side duct temperature sensors are still disconnected. Measure
resistance directly between duct temperature sensor terminals. See
Fig. 9. Resistance should be about 8000-12,000 ohms. If resistance is
not 8000-12,000 ohms, replace duct temperature sensor(s).
Fig. 8: Locating Duct Temperature Sensor
Fig. 9: Identifying Duct Temperature Sensor Terminals
DTC 1-3-2 & 1-3-4 DRIVER’S OR PASSENGER’S SIDE DUCT

TEMP. SENSOR CIRCUIT OPEN OR SHORTED TO POWER
1) If DTC 1-3-2 and 1-3-4 are both present, check for open
circuit in duct temperature sensor common ground (Brown wire). If DTC
1-3-2 and 1-3-4 are not both present, there is an open or short
circuit in wiring between ECC control module and duct temperature
sensor. Go to next step.
2) Ensure ignition is off. Connect test unit between ECC
control module and A/C system connector. Check ground circuit and
repair as necessary. See DTC 1-2-1, OUTSIDE TEMP. SENSOR CIRCUIT
SHORTED TO GROUND. If ground circuits are okay, go to next step.
3) Turn ignition on. Check driver’s side duct temperature
sensor wiring by checking voltage between test unit pins No. 56 and
47. Check passenger’s side duct temperature sensor wiring by checking
voltage between test unit pins No. 56 and 48. Voltage will vary with
duct temperature, but generally should be in 0-3 volt range.
4) If voltmeter indicates 5 volts, check duct temperature
sensor wiring for an open circuit. Go to next step. If voltmeter
indicates 12 volts, check wiring for short to voltage between
connector terminal No. 2 (Green or Yellow wire) and ECC control module
terminal C1 (driver’s side) or C2 (passenger’s side). See Figs. 8 and
10.
5) Ensure ignition is off. Disconnect ECC control module, but
leave test unit connected to control module connector. Disconnect
connector from each duct temperature sensor. Connect jumper wire
between duct temperature sensor connector terminals.
6) Check driver’s side duct temperature sensor wiring by
measuring resistance between test unit pins No. 56 and 47. Check
passenger’s side duct temperature sensor wiring by measuring
resistance between test unit pins No. 56 and 48.
7) If continuity is present, wiring is okay but duct
temperature sensor has an open circuit. Replace duct temperature
sensor. If continuity is not present, duct temperature sensor is okay
but an open circuit is present in wiring. Repair wiring for an open
circuit.
Fig. 10: Identifying ECC Control Module Terminals

DTC 1-3-5 NO ENGINE TEMPERATURE FREQUENCY SIGNAL

1) Run engine and check whether temperature gauge in
instrument cluster works. If temperature gauge works, engine
temperature signal is reaching instrument panel, but Green/Gray wire
between ECC control module terminal A23 and instrument cluster has an
open circuit. See Fig. 10.
2) If temperature gauge does not work, temperature sensor
wiring may be shorted or engine temperature signal may be absent from
engine management system.
3) To check wiring, turn ignition off. Check Green/Gray wire
between ECC control module terminal A23 and instrument cluster for a
short to ground or voltage. If no fault is found, problem may be in
engine management system. See the G - TESTS W/CODES article in the
ENGINE PERFORMANCE section.

SWITCH FAULTY CONTROL SIGNAL
These codes may be caused by an internal fault in ECC control

module, temperature switch, or internal wiring. Erase DTCs. Turn
ignition off, then on. Test ECC system. See TEST MODE 1 through 4
under TROUBLE SHOOTING. Check if DTCs return. If DTCs return, replace
ECC control module. Perform self-adjustment of damper motor limit
positions under TEST MODE 4.
DTC 1-4-5 AIR DISTRIBUTION SWITCH FAULTY CONTROL SIGNAL

Code may be caused by an internal fault in ECC control
module, air distribution switch, or internal wiring. Erase DTCs. Turn
DTC 1-5-1 & 1-5-2 FAN SPEED SENSOR CONTROL SIGNAL MISSING,
SIGNAL TOO HIGH OR SIGNAL SHORTED TO GROUND
Codes may be caused by an internal fault in ECC control

module, fan speed switch, or internal wiring. Erase DTCs. Turn
DTC 2-1-1, 2-2-1, 2-3-1, 2-3-3 & 2-3-5 DRIVER’S OR

PASSENGER’S SIDE DAMPER MOTOR POSITION SENSOR CIRCUIT
OPEN OR SHORTED TO POWER
1) Check if DTCs 1-2-2, 1-2-4, 1-2-6, 2-1-1, 2-2-1, 2-3-1, 2-

3-3 and2-3-5 are present. If all DTCs are not present, there is an
open or short circuit in a wire between ECC control unit and damper
motor which applies to DTC. See AUTOMATIC A/C-HEATER SYSTEM DIAGNOSTIC
TROUBLE CODES table, then go to next step. If all DTCs are present, an
open circuit is present in common ground at ECC terminals A9 and A10.
See Fig. 10.
control unit and control unit connector. Check ECC grounds. See DTC 1-
2-1, OUTSIDE TEMP. SENSOR CIRCUIT SHORTED TO GROUND. Also check power
supply to damper motor position sensor. See TEST MODE 2 under TROUBLE
SHOOTING. If ECC grounds and power supply to damper motor position
sensor are okay, go to next step.
No. 10 and No. 17 (driver’s side damper motor), No. 18 (passenger’s
side damper motor), No. 20 (ventilation damper motor), No. 19
(floor/defrost damper motor), or No. 21 (recirculation damper motor).
4) If voltmeter indicates 12 volts, check wiring and ECC
control unit terminals for a short to voltage. See PIN VOLTAGE TESTS
under TESTING. If voltmeter indicates 5 volts, an open circuit is
present in wire. Go to next step.
5) Ensure ignition is off. Disconnect ECC control module, but
leave test unit connected to ECC connector. Disconnect 6-pin damper
motor connector and install a jumper wire between connector terminals
No. 1 and 2. See Figs. 11-13. Connect an ohmmeter between test unit
pins No. 10 and 8. If ohmmeter indicates continuity, go to next step.
If ohmmeter indicates no continuity, check for open circuit in Brown
ground wire.
6) Connect jumper wire between damper motor connector
terminals No. 2 and 3. Connect ohmmeter between test unit pins to test
respective damper motor. See DAMPER MOTOR TEST UNIT PIN NUMBERS
(RESISTANCE CHECK) table.
DAMPER MOTOR TEST UNIT PIN NUMBERS (RESISTANCE CHECK)

Pin No. Damper Motor
8 & 17 ..................................... Driver’s Side

8 & 18 .................................. Passenger’s Side
8 & 20 ....................................... Ventilation
8 & 19 ..................................... Floor/Defrost
8 & 21 ..................................... Recirculation

7) If ohmmeter indicates continuity, wiring to damper motor
terminal No. 3 is okay, but an open circuit is present in damper motor
position sensor. Go to next step. If ohmmeter indicates no continuity,
damper motor position sensor is okay, but open circuit is present in
wire between damper motor connector terminal No. 3 and ECC control
module connector "A".
8) Ensure ignition is off. Disconnect damper motor connector.
Connect ohmmeter between terminals No. 1 and 3. See Fig. 11. Turn
damper motor output shaft. Ohmmeter should vary between 0-12,000 ohms.
If resistance is to specification, go to next step. If resistance is
not to specification, there is an open circuit in damper motor
position sensor.
9) Connect ohmmeter between damper motor terminals No. 2 and
3. Turn damper motor output shaft. Ohmmeter should vary between 0-12,
000 ohms. See Fig. 11. If ohmmeter indicates no continuity, there is
an open circuit in damper motor position sensor. Replace damper motor.
Fig. 11: Identifying Damper Motor Connector & Component Terminals

Fig. 12: Identifying A/C Relay Connector Terminals
Fig. 13: Removing Damper Motor
DTC 2-1-2, 2-2-2, 2-3-2, 2-3-4 & 2-3-6 DRIVER’S OR

PASSENGER’S SIDE DAMPER MOTOR POSITION SENSOR
SHORTED TO GROUND
1) Check if DTCs 2-1-2, 2-2-2, 2-3-2, 2-3-4, and 2-3-6 are

all present together. If all DTCs are not present, there is a short
circuit in ground wire between ECC control unit and damper motor which
applies to DTC. See AUTOMATIC A/C-HEATER SYSTEM DIAGNOSTIC TROUBLE
CODES table, then go to next step. If all DTCs are present, an open
circuit is present in common voltage circuit at ECC terminal A8. See
Fig. 10.
control module and control unit connector. Check ECC grounds. See DTC
1-2-1, OUTSIDE TEMP. SENSOR CIRCUIT SHORTED TO GROUND. Also check
power supply to damper motor position sensor. See TEST MODE 2 under
TROUBLE SHOOTING. If ECC grounds and power supply to damper motor
position sensor are okay, go to next step.
3) Turn ignition off. Disconnect ECC control module, but
leave test unit connected to ECC control module connector. Disconnect
6-pin damper motor connector. See Figs. 11-13. Connect ohmmeter
between test unit pin No. 10 and pin indicated in DAMPER MOTOR TEST
UNIT PIN NUMBERS (RESISTANCE CHECK) table.
DAMPER MOTOR TEST UNIT PIN NUMBERS (RESISTANCE CHECK)

Pin No. Damper Motor
10 & 17 .................................... Driver’s Side

10 & 18 ................................. Passenger’s Side
10 & 20 ...................................... Ventilation
10 & 19 .................................... Floor/Defrost
10 & 21 .................................... Recirculation

4) If ohmmeter indicates continuity, short circuit is present
in wiring at terminal No. 3. If ohmmeter indicates no continuity,
wiring is okay. Go to next step.
5) Ensure ignition is off. Disconnect damper motor connector.
Connect ohmmeter between damper motor terminals No. 1 and 3. See
Fig. 11. Turn damper motor output shaft. Ohmmeter reading should vary
between 0-12,000 ohms.
6) If resistance is to specification, check voltage supply
circuit between motor connector terminal No. 2 and ECC control module
terminal A8. If resistance is a constant zero ohms, a short is present
in damper motor position sensor. Replace damper motor.
DTC 3-1-1, 3-1-2, 3-1-3, 3-1-4 & 3-1-5 DAMPER MOTOR SHORTED
TO GROUND OR POWER
1) Turn ignition off. Connect test unit between ECC control

module and ECC control module connector. Check system ground circuits.
See DTC 1-2-1, OUTSIDE TEMP SENSOR CIRCUIT SHORTED TO GROUND. If
ground circuits are okay, go to next step.
2) Turn ignition on. Connect one voltmeter lead to test unit
pin No. 10 and other lead to test unit pin No. 31 (driver’s damper
motor), No. 33 (passenger’s side damper motor), No. 37 (ventilation
damper motor), No. 35 (floor/defrost damper motor), or No. 39
(recirculation damper motor). Voltmeter should vary from 0-4 volts.
3) If voltmeter indicates zero volts, wire is shorted to
ground. If voltmeter indicates battery voltage, wire is shorted to
voltage. Turn ignition off. Disconnect suspect damper motor connector.
Check wiring between motor connector and ECC control module.
DTC 3-2-1, 3-2-2, 3-2-3, 3-2-4 & 3-2-5

DAMPER MOTOR ACTIVE TOO LONG
1) Check if DTCs 3-2-1, 3-2-2, 3-2-3, 3-2-4, and 3-2-5 are
also present. If all DTCs are present, vehicle may be equipped with an
ECC control module for a right-hand-drive vehicle, or vice versa.
Check ECC terminal A28. See Fig. 10. ECC control module for left-hand-
drive vehicles should not have terminal A28 grounded.
2) If terminal is okay, perform self-adjustment of damper
motor limit positions under TEST MODE 4. If motor limit positions are
adjusted correctly, check ECC system ground circuits. See DTC 1-2-1,
OUTSIDE TEMP. SENSOR CIRCUIT SHORTED TO GROUND. If ground circuits
check okay, go to next step.
3) Ensure test unit is connected to ECC control module. Turn
ignition on. Connect one voltmeter lead to test unit pin No. 10 and
other lead to test unit pin No. 31 (driver’s side damper motor), No.
33 (passenger’s side damper motor), No. 37 (ventilation damper motor),
No. 35 (floor/defrost damper motor), or No. 39 (recirculation damper
motor).
4) Rotate air circulation knob to and from different settings
while observing voltmeter. Voltmeter should show control voltage of
about 0-12 volts while damper is moving to its new setting. If
voltmeter shows about 0-12 volts for longer than about 12 seconds,
check if damper is stuck in position. Replace damper if not stuck.
DTC 4-1-1 PASSENGER COMPARTMENT FAN OVERCURRENT OR SEIZED FAN

1) Turn ignition off. Disconnect passenger compartment
(blower) fan electrical connector. Check if fan turns freely by hand.
If fan does not turn freely, replace fan. Check fan location for
anything that could cause blockage and clear as necessary.
2) If fan is okay, erase DTC. If DTC returns, there may be a
fault in power stage surge protector. See DTC 4-1-9, ECC POWER STAGE
EMITTING FAULTY DIAGNOSTIC SIGNAL.

SENSOR INTAKE FAN SHORTED TO GROUND

module. Check ground circuits. See DTC 1-2-1, OUTSIDE TEMP. SENSOR
CIRCUIT SHORTED TO GROUND. If ground circuits are okay, turn ignition
off. Disconnect test unit from ECC control module, but leave it
connected to ECC control module connector. Disconnect passenger
compartment temperature sensor connector.
2) Check driver’s side fan by connecting an ohmmeter between
test unit pins No. 6 and 45. Check passenger’s side fan by connecting
an ohmmeter between test unit pins No. 6 and 46. If ohmmeter indicates
continuity, wiring is shorted to ground or voltage. If ohmmeter
indicates no continuity, wiring is okay.
3) Ensure ignition is off. Disconnect passenger compartment
temperature sensor connector. Connect an ohmmeter between passenger
compartment temperature sensor connector terminals No. 2 and 4. See
Fig. 6. Ohmmeter should indicate about 50,000 ohms. If ohmmeter
indicates continuity, intake fan is shorted. Replace fan and
temperature sensor.

SENSOR INTAKE FAN, NO CONTROL VOLTAGE

CIRCUIT SHORTED TO GROUND. If ground circuits are okay, go to next
step.
2) Ensure ignition is off. Disconnect test unit from ECC
control module, but leave it connected to ECC control module
connector. Disconnect passenger compartment temperature sensor
connector. Connect jumper wire between temperature sensor connector
terminals No. 2 and 4.
3) Connect an ohmmeter between test unit pins No. 6 and 45
(driver’s side), and between test unit pins No. 6 and 46 (passenger’s
side). If ohmmeter indicates continuity, wiring is okay but intake fan
may have an open circuit. Go to next step. If ohmmeter indicates no
continuity, intake fan is okay but wiring has an open circuit. Repair
wiring as necessary.
4) Ensure ignition is off. Ensure connector from passenger
compartment temperature sensor is disconnected. Connect an ohmmeter
between temperature sensor terminals No. 2 and 4. See Fig. 6. Ohmmeter
should indicate 50,000 ohms. If ohmmeter indicates no continuity,
intake fan has an open circuit. Replace passenger compartment
temperature sensor.

SENSOR INTAKE FAN SEIZED
Turn ignition off. Uncover passenger compartment temperature

sensor. Check if fan turns freely by hand. If fan does not turn
freely, replace fan. Check fan for anything that could cause blockage
and clear as necessary. If fan is okay, replace passenger compartment
temperature sensor.
DTC 4-1-8 NO CONTROL SIGNAL TO ECC POWER STAGE

step.
2) Turn ignition on. Place fan control lever to maximum
speed. Connect voltmeter between test unit pins No. 6 and 42. If 6-8
volts are present, go to next step. If voltmeter indicates zero volts,
wiring is shorted to ground. If voltmeter indicates 12 volts, wiring
is shorted to voltage. Repair wiring as necessary.
3) Ensure ignition is off. Disconnect power stage 4-pin
connector. See Figs. 14 and 15. Connect an ohmmeter between test unit
pin No. 42 and power stage connector terminal 1A. Ohmmeter should
indicate continuity. If no continuity is present, check wiring for an
open circuit.
Fig. 14: Identifying Power Stage Connector Terminals

Fig. 15: Locating Power Stage & A/C Relay
DTC 4-1-9 ECC POWER STAGE EMITTING FAULTY DIAGNOSTIC SIGNAL

step.
No. 6 and 27. Voltmeter should indicate 3 volts. If voltmeter
indicates one volt, there is no control signal to power stage. See DTC
4-1-8, NO CONTROL SIGNAL TO ECC POWER STAGE. If voltmeter indicates 4
volts, there is excessive voltage from power stage. See DTC 4-1-1,
PASSENGER COMPARTMENT FAN OVERCURRENT OR SEIZED FAN.
3) If voltmeter indicates 12 volts, check wire at ECC control
module terminal A27 (Violet/White wire) for a short to voltage. See
Fig. 10. If voltmeter indicates zero volts, wire has an open circuit
or is shorted to ground. Go to next step.
connector. See Figs. 14 and 15. Check Violet/White wire between power
stage connector terminal 2A and ECC control module terminal A27 for a
short to ground or open circuit. If wire is okay, go to next step.
5) Reconnect power stage 4-pin connector. Turn ignition on.
Connect voltmeter between test unit pins No. 6 and 5. If battery
voltage is present, go to next step. If zero volts are present, wire
is shorted to ground.
connector. Connect ohmmeter between test unit pin No. 5 and power
stage connector terminal 3A. If ohmmeter indicates continuity, replace
power stage. If ohmmeter indicates no continuity, check wiring for an
open circuit and repair as necessary.
DTC 4-2-0 ECC CONTROL MODULE FAULT, PROGRAM MEMORY

Erase DTC. Start and run engine. Turn engine off, leaving
ignition on. Check if DTC returns. If DTC returns, replace ECC control
module. Perform damper motor limit self-adjustment under TEST MODE 4.
DTC 5-1-1 SELF-ADJUSTMENT OF DAMPER MOTOR

LIMIT POSITIONS NOT CARRIED OUT
Erase DTC. ECC control module is programmed to carry out

self-adjustment of damper motor limit positions. Drive vehicle over 20
MPH for a few minutes. ECC control module will carry out self-
adjustment while driving. Stop vehicle and leave ignition on at least
2 minutes to enable ECC control module to store all values.
TESTING
A/C SYSTEM PERFORMANCE

1) Ensure compressor drive belt is okay, fan motor runs at
all speeds, and that temperature vents shut completely with
temperature switch in full cooling position.
2) Ensure that all air comes from panel vents with mode
control on vent position, recirculation motor is working, and
condenser fan and cooling fan are working.
3) Start and warm engine to normal operating temperature.
Ensure compressor clutch engages when A/C is turned on. Set
temperature switch to full cold position, place mode control to vent
position, turn on recirculate air switch and blower fan switch high
speed.
4) Close engine hood, doors and windows. Run engine at 1500-
1600 RPM. Place thermometer in one of the center panel vents. Allow
system to stabilize for at least 8 minutes. Check temperature in
center panel vent. See A/C SYSTEM PERFORMANCE SPECIFICATIONS table.
A/C SYSTEM PERFORMANCE SPECIFICATIONS (1)

Ambient Temp. F ( C) Outlet Air Temp. F ( C)
68 (20) ............................ 41-48 (5-8)

86 (30) ............................ 41-48 (5-8)
104 (40) .......................... 46-54 (8-12)
(1) - Based on a relative humidity of 40-60%.

A/C RELAY CHECK

Remove relay. Connect battery positive lead to relay terminal
No. 1 and negative lead to relay terminal No. 3. Continuity should be
present between relay terminals No. 2 and 4. See Figs. 12 and 15. If
continuity is not present, replace relay.
ON-BOARD DIAGNOSTIC UNIT CHECK

1) Turn ignition on. Press button on diagnostic unit "A". See
Fig. 2. LED should illuminate. If LED does not illuminate, go to next
step. If LED illuminates, but no code(s) is present, go to step 4).
2) Turn ignition off. Remove connector from underside of
diagnostic unit "A". Connect voltmeter between terminal No. 4 of
diagnostic unit "A" and ground. Turn ignition on. Battery voltage
should be present. If battery voltage is present, go to next step. If
battery voltage is not present, check for blown fuse No. 33 or for
open circuit between fuse block and terminal No. 4.
3) Turn ignition off. Connect ohmmeter between terminal No. 8
of diagnostic unit "A" and ground. Continuity should exist. If
continuity exists, replace diagnostic unit and retest. If continuity
does not exist, check ground connection.
4) Turn ignition off. Disconnect selector cable from
diagnostic unit "B". Turn ignition on. Connect voltmeter between
terminal No. 1 of diagnostic unit "B" and ground. Voltage should be
about 10 volts. If voltage is as specified, replace diagnostic unit.
If voltage is not as specified, check for open or shorted circuit
between ECC control module and terminal No. 1 of diagnostic unit "B".
PIN VOLTAGE TESTS

NOTE: Perform all voltage tests using Digital Volt-Ohmmeter (DVOM)
with a minimum 10-megohm input impedance.
Pin voltage chart is supplied to reduce diagnostic time.

Checking pin voltage at ECC control module determines whether it is
receiving or transmitting proper voltage signals. Charts may also help
determine if control unit wiring harness has short or open circuit.
ECC CONTROL MODULE PIN ASSIGNMENTS CONNECTOR "A"

(1) Function/Description Voltage Value
Pin No.

1 Power Supply To ECC Control Module Battery Voltage

2 Digital Timer (Parking Heater) 12 Volts (On);

0 Volts (Off)

3 Rheostat 12 Volts (On);

0 Volts (Off)

5 Power Supply To Power Stage Battery Voltage

6 Power Ground 0 Volts

8 Damper Motor Position Sensors 5 Volts

9 Signal Ground 0 Volts

10 Signal Ground

0 Volts

12 Driver’s Side Temp. Sensor About 2.5 Volts
At Room

Temperature

13 Passenger’s Side Temp. Sensor About 2.5 Volts
At Room

Temperature

14 Outside Temperature Sensor About 2.5 Volts
At Room

Temperature

17 Driver’s Side Damper Motor Position About 0.5-5.0

Sensor

Volts

18 Passenger’s Side Damper Motor Position About 0.5-5.0

Sensor

Volts

19 Floor/Defrost Damper Motor Position About 0.5-5.0

Sensor

Volts

20 Ventilation Damper Motor Position About 0.5-5.0

Sensor

Volts

21 Recirculation Damper Motor Position About 0.5-5.0

Sensor

Volts

23 Engine Coolant Temperature 5 Volts (Square
Wave) Variable

Frequency

24 Vehicle Speed Signal 12 Volts (Square
Wave) Variable

Frequency

25 A/C Relay Control Signal (From 0-2 Volts (On);
Ignition System) About 12 Volts

(Off)

27 Diagnostic Signal From Power Stage 3 Volts (Normal);
4 Volts
(Overcurrent);
1 Volt (No

Signal)

28 Logic Signal Open (Left);
0 Volts (Right)

30

Signal To/From Diagnostic Unit

Battery Voltage

(1) - Pin assignments not listed are not used.
ECC CONTROL MODULE PIN ASSIGNMENTS CONNECTOR "B"

Pin No.

31 Driver’s Side Damper About 0.4 Volts (Off), Zero Volts
Motor Positive Or Battery Voltage (On With

Control Signal

Control)

32 Driver’s Side Damper About 0.4 Volts (Off), Zero Volts
Motor Negative Control Or Battery Voltage (On With

Signal Control)

33 Passenger Side Damper About 0.4 Volts (Off), Zero Volts
Motor Positive Control Or Battery Voltage (On With

Signal Control)

34 Passenger Side Damper About 0.4 Volts (Off), Zero Volts

Signal Control)

35 Floor/Defrost Damper About 0.4 Volts (Off), Zero Volts

Signal Control)

36 Floor/Defrost Damper About 0.4 Volts (Off), Zero Volts

Signal Control)

37 Ventilation Damper About 0.4 Volts (Off), Zero Volts

Signal Control)

38 Ventilation Damper About 0.4 Volts (Off), Zero Volts

Signal Control)

39 Recirculation Damper About 0.4 Volts (Off), Zero Volts

Signal Control)

40 Recirculation Damper About 0.4 Volts (Off), Zero Volts

Signal Control)

41 Control Signal To A/C About 0 Volts Or Battery Voltage

Relay

42 Control Signal To Power 12 Volts (Square Wave) Constant

Frequency Stage With Varying Duty Cycle

45 Driver’s Side Passenger 0 Volts Or Battery Voltage Temp.

Compartment

Sensor Intake Fan Control Signal

46 Passenger’s Side 0 Volts Or Battery Voltage Temp.
Sensor Passenger Compartment Intake Fan Control Signal

ECC CONTROL MODULE PIN ASSIGNMENTS CONNECTOR "C"


Pin No.

47 Driver’s Side Duct Temp. About 2.5 Volts At Room

Sensor Signal

Temperature

48 Passenger’s Side Duct Temp. About 2.5 Volts At Room

Sensor Signal Temperature

51 Signal From Solar Sensor 2-40 Millivolts

56 Signal Ground 0 Volts

SOLAR SENSOR
1) Connect test unit to ECC control module. Check ground
circuits. See DTC 1-2-1, OUTSIDE TEMP. SENSOR CIRCUIT SHORTED TO
GROUND. If ground circuits are okay, go to next step.
2) Turn ignition on. Aim a light source at solar sensor.
Connect voltmeter between test unit pins No. 51 and 56 and record
voltage. Cover solar sensor and read voltage again. See Fig. 16.
Voltage should vary by a few millivolts. The higher the intensity, the
lower the voltage. If sensor does not operate as specified, there is
an open circuit or short to ground in wire or solar sensor.
Fig. 16: Locating ECC System Sensors

SPEEDOMETER SIGNAL
1) Raise and support front of vehicle. Perform TEST MODE 2
under TROUBLE SHOOTING. ECC control module should respond to vehicle
speed signal with Code 1-1-3. ECC control module will continue to
flash code even once TEST MODE 2 is activated. If Code 1-1-3 does not
appear, turn ignition off. Cover solar sensor. Turn ignition on. Start
TEST MODE 2. Let car wheels turn freely. Open throttle.
2) If no acknowledgment code appears after several attempts,
there may be a problem with vehicle speed signal impulse sensor in
ignition system, instrument panel, or wiring.
3) Check if speedometer operates. If speedometer does not
operate, a fault may be present in vehicle speed signal impulse
sensor, ignition system, instrument cluster, or wiring. If speedometer
does operate, check for open circuit in instrument cluster wiring.

A/C RELAY & POWER STAGE

Turn ignition off. The A/C relay and power stage are located
on A/C climate control unit, behind glove compartment. Remove glove
compartment. Remove A/C relay. Disconnect connector from power stage.
Hold catches in and pull connector straight out from power stage. See
Fig. 15. To install, reverse removal procedure.
CLIMATE CONTROL UNIT

1) Disconnect negative battery cable. Remove dashboard
assembly. See DASHBOARD. Discharge A/C system, using approved
refrigerant recovery/recycling equipment. Disconnect evaporator inlet
and outlet pipes, and cap both ends. Remove evaporator cover plate and
gasket from firewall. See Fig. 17.
2) Disconnect heater hose quick-disconnect couplings. Remove
heater hose cover plate and gasket from firewall. Inside vehicle,
disconnect A/C-heater control cables and all electrical connectors
from climate control unit. Remove relay shelf. See Fig. 15.
3) Remove tunnel console. Remove kick panels next to tunnel.
Remove rear floor ducts connection hose. Remove radio amplifier
bracket. Disconnect cruise control vacuum cylinder, if equipped.
Remove climate control unit. To install, reverse removal procedure.
Lubricate NEW "O" rings with compressor oil. Evacuate and charge
system.
Fig. 17: Identifying Evaporator & Heater Core Connections
COMPRESSOR
1) Disconnect negative battery cable. Discharge A/C system,
using approved refrigerant recovery/recycling equipment. Remove air
intake hose and hose connection to fan cover. Remove control box air
intake hoses and Electronic Control Units (ECUs) from control box.
2) Remove control box air intake hoses and disconnect inlet
hose connection from fan cover. Remove fan cover. Disconnect relays
and cables from fan cover (2 tie straps).
3) Remove 4 screws and fan cover. Remove relay shelf and
spacers. Disconnect 2-pin connector from fan relay and connector from
fan motor. Remove fan cover. See Fig. 18.
4) Shield radiator. Disconnect harness connectors from
compressor. Disconnect snap-on connectors on receiver-drier. Remove
right side headlight casing. Remove receiver-drier bracket screw.
5) Remove air guide. With bracket hooked onto side member,
lift receiver/drier out. Plug receiver-drier pipe ends. Disconnect
drive belt.
6) Disconnect compressor connector and temperature sensor.
Remove compressor. To install, reverse removal procedure. Lubricate
NEW "O" rings with compressor oil.
Fig. 18: Removing Cooling Fan Components
CONDENSER
NOTE: When replacing condenser, always replace "O" rings and
snap-on connections.

using approved refrigerant recovery/recycling equipment. Disconnect
air intake hose. Remove hose connector to fan cover.
2) Remove Electronic Control Units (ECUs) from control unit
box. Disconnect control unit box air intake hoses. Remove inlet hose
connector to fan cover. Disconnect relays from relay casing. Remove 4
screws to disconnect fan cover, and fold cover back towards engine.
Remove relay shelf and spacers. See Fig. 18.
3) Disconnect pipes from condenser. Disconnect high-pressure
sensor connector. Remove high pressure sensor. Disconnect condenser
screws. Lift condenser out.
4) To install, reverse removal procedure. Transfer high-
pressure sensor and rubber gasket to NEW condenser. Lubricate NEW "O"
rings with compressor oil.
DAMPER MOTOR
Turn ignition off. Remove soundproofing from center console.
Remove glove compartment. Disconnect connector from damper motor
(located on A/C control unit). Hold catches in on both sides of damper
motor and pull motor straight out. See Fig. 19. To install, reverse
removal procedure.
Fig. 19: Removing Damper Motor
DASHBOARD
NOTE: Dashboard consists of 5 main sections: upper frame, lower
frame (left and right), defroster duct and dashboard cover.
Except for dashboard cover, all the main sections are glued
together and cannot be separated.

1) Disconnect negative battery cable. Disable air bag system.
See AIR BAG RESTRAINT SYSTEM article in the ACCESSORIES/SAFETY
EQUIPMENT section. From engine compartment, remove windshield wiper
nuts, windshield wiper well cover panel screws and wiper well. Remove
wiper motor mountings.
2) From passenger compartment, remove air bag module. Mark
steering wheel position relative to steering wheel shaft. Remove
steering wheel nuts and steering wheel. Remove steering wheel stalks.
3) Remove steering wheel stalk connector. Remove left and
right side sound proofing, side defroster, left and right side speaker
covers, and speakers.
4) Remove dashboard mounting screws and glove box. Remove
radio. Reach underneath ECC control module, and push up on locking
button to release ECC control module. Remove ECC control module from
dashboard. Remove cigarette lighter connector. Lift off dashboard. To
install, reverse removal procedure.
DASHBOARD COVER
NOTE: When adjusting air-mix damper, only the dashboard cover
needs to be removed.

1) Remove side defroster cover plate screws. Remove dash
panel vents by rolling vents down and pulling out. Both vents and air
duct on right side must be removed.
2) Remove left and right side speakers. Remove dashboard
cover screws and lift off dashboard cover. To install, reverse removal
procedure. Ensure hook on right side of dashboard cover plate engages
into upper frame section.
DUCT TEMPERATURE SENSOR

1) Turn ignition off. Remove radio. Reach under ECC control
module, push up on locking button, and release ECC control module.
Remove ECC control module from dashboard.
2) Remove left and right side sound insulation from center
console. Remove glove box. Remove duct temperature sensor connector
and pull down on duct temperature sensor. To install, reverse removal
procedure.
EVAPORATOR
Disconnect negative battery cable. Remove dashboard assembly.
See DASHBOARD. Remove climate control unit. See CLIMATE CONTROL UNIT.
Remove evaporator cover screws and clips. Lift out evaporator. See
Fig. 20. To install, reverse removal procedure.
Fig. 20: Removing Evaporator

HEATER CORE
1) Clamp off hoses to heater core in engine compartment at
firewall. Remove center console kick panels. Remove underdash trim
panels. Remove radio amplifier bracket.
2) Remove drain hose. See Fig. 21. Remove heater core case
screws. Disconnect heater hose pipes. Remove heater core and heater
core case as an assembly by pulling towards rear of vehicle. Remove
heater core from heater core case. To install, reverse removal
procedure.
Fig. 21: Removing Heater Core

RECEIVER-DRIER
air intake hose and remove hose connector to fan cover. Remove control
unit air intake hoses and Electronic Control Units (ECUs) from control
unit box.
2) Remove control unit box air intake hoses and remove inlet
hose connector to fan cover. Remove fan cover. Disconnect relays and
wires from fan cover. Remove 4 screws from fan cover and remove relay
casing and spacers. Disconnect 2-pin connector from fan relay and
connector from fan motor. Remove fan cover. See Fig. 18.
3) Shield radiator. Disconnect suction pipe from compressor.
Disconnect snap-on connectors from receiver-drier. Remove right side
headlight cover. Remove screw from receiver-drier bracket.
4) Remove air guide. Remove receiver-drier and bracket. With
bracket suspended from side member, lift receiver/drier out. Remove
receiver-drier from bracket.
5) To install, reverse removal procedure. When replacing
receiver-drier, fill NEW receiver-drier with 3 ozs. of NEW oil.
Lubricate NEW "O" rings with compressor oil.

Compressor Bracket Bolt .......................... 30 (40)

Compressor Bracket-To-Compressor ................. 30 (40)
Compressor Bracket-To-Frame ...................... 15 (20)
Compressor Inlet Fitting ......................... 15 (20)
Compressor Outlet Fitting ........................ 33 (45)
Compressor Pipe Flange Bolt ...................... 18 (24)
Condenser Inlet & Outlet ......................... 15 (20)
Expansion Valve .................................. 22 (30)
Receiver-Drier Connection ........................ 22 (30)
INCH Lbs. (N.m)
High Pressure Sensor Connection ................... 7 (10)

WIRING DIAGRAMS
Fig. 22: Wiring Diagram (850 2.3L Turbo - 1 Of 2)
Fig. 23: Wiring Diagram (850 2.3L Turbo - 2 Of 2)
Fig. 24: Wiring Diagram (850 2.4L - 1 Of 2)
Fig. 25: Wiring Diagram (850 2.4L - 2 Of 2)
A/C-HEATER SYSTEM - MANUAL
1995 Volvo 850
1995-96 Manual A/C-Heater Systems
Volvo 850

WARNING: To avoid injury from accidental air bag deployment,
read and carefully follow all SERVICE PRECAUTIONS and
DISABLING & ACTIVATING AIR BAG SYSTEM procedures in the
AIR BAG RESTRAINT SYSTEM article in the ACCESSORIES/SAFETY
EQUIPMENT section.
CAUTION: When battery or radio is disconnected, radio will go into

anti-theft protection mode. Obtain radio code anti-theft
protection code from owner prior to servicing vehicle.
A/C SYSTEM SPECIFICATIONS

SPECIFICATIONS

Compressor Type ......................... Zexel DKS-15CH 6-cyl.

Compressor Belt Tension (1)
System Oil Capacity .............................. ( 2) 6.8 ozs.
Refrigerant Capacity (R-134a) ....................... 26.4 ozs.
System Operating Pressures (3)
High Side ..................... 406-450 psi (28.5-31.6 kg/cm )
Low Side .......................... 25-33 psi (1.8-2.3 kg/cm )
(1) - Belt tension is maintained by automatic belt tensioner.

(2) - Use PAG Oil (Part No. 11 61 407-0)
(3) - Pressure switch cut-out points.
DESCRIPTION & OPERATION

System is equipped with a cycling clutch system that uses an
expansion valve in refrigerant line between condenser and evaporator,
near condenser. System is engaged when A/C switch on control panel is
pressed. See Fig. 1. Pressure switch on accumulator cycles compressor
clutch on and off. Blower fan speed is controlled by sliding switch on
lower left of A/C-heater control panel.
Airflow modes are controlled by center knob on A/C-heater
control panel. Mode doors are controlled by cables on left side of
climate control unit. See Fig. 2. Temperature blend (air mix) doors,
located on driver and passenger side respectively, is selected by left
or right knob on A/C-heater control panel. Doors are controlled by
cables on left side and center of climate control unit.
Fresh/recirculated air is selected by switch to lower right
of mode knob on A/C-heater control panel. Door is controlled by
recirculation motor on upper half of climate control
unit. Air
conditioning system will only operate above 32 F (0 C). Blower switch
must be in position "1" or higher to engage compressor.
A/C compressor is connected in series with the low-pressure
switch, high-pressure switch, and safety switch. The high-pressure and
safety switch cut power to the A/C compressor if pressure in the A/C
high-pressure circuit becomes excessive, supplying a signal to ECM to
start cooling fan. Low-pressure switch (pressostat) turns A/C
compressor on and off to maintain pressure within limits.
Fig. 1: A/C-Heater System Control Panel

Fig. 2: Exploded View Of Climate Control Unit

ADJUSTMENTS
NOTE: Adjust all cables at climate control unit first.
CLIMATE CONTROL UNIT CABLES

Remove lower dash panels. Disconnect cable sleeve (pop out)
from appropriate cable at climate control unit.
Left & Right Temperature Control

Adjust temperature control knobs to zero. Push appropriate
temperature damper down to end of travel. Push temperature damper
cable into sleeve. See Fig. 3. If this adjustment is not satisfactory,
see A/C-HEATER CONTROL PANEL CABLES.
Ventilation & Floor/Defrost Cable Adjustment

Set mode switch to defrost position. Push ventilation and
floor/defrost damper levers back to end of travel. Push temperature
damper cable into sleeve. See Fig. 3. If this adjustment is not
satisfactory, see A/C-HEATER CONTROL PANEL CABLES.
A/C-HEATER CONTROL PANEL CABLES

1) Remove lower dash panels. Disconnect all cable sleeves
(pop out) from cables at climate control unit. See Fig. 3. Remove 4
cables from damper levers.
2) Remove control knobs and blower fan switch button from
A/C-heater control panel. Remove 2 screws and A/C-heater control panel
front. Remove A/C-heater control panel. Disconnect light connector.
3) To adjust, pry appropriate cable from clip. Insert
temperature control cable into clip where cable exits from cover.
Insert ventilation and floor/defrost cables .670" (17 mm) from where
cable exits from cover. See Fig. 4.
Fig. 3: Identifying Climate Control Unit Cables

Fig. 4: Identifying Manual A/C-Heater Control Panel Cables
TESTING
A/C SYSTEM PERFORMANCE

1) Close hood and front doors. Operate engine at 2000 RPM.
Turn blower on third speed. Set temperature knob to cool setting.
Select panel vent position on airflow mode control knob. Select
recirculated air (button pressed).
2) Open panel vents. Turn on A/C. After 8 minutes, ensure
compressor cycles on and off.
Place
thermometer in center vent. Ensure
duct
temperature
is 41-46 F (5-8 C) when ambient temperature is 68-
86 F (20-30 C), or 46-54 F (8-12 C) when ambient temperature is 104 F
(40 C).

WARNING: To avoid injury from accidental air bag deployment,
read and carefully follow all SERVICE PRECAUTIONS and
DISABLING & ACTIVATING AIR BAG SYSTEM procedures in the
AIR BAG RESTRAINT SYSTEM article in the ACCESSORIES/SAFETY
EQUIPMENT section.
A/C HEATER CONTROL PANEL

1) Disconnect negative battery cable. Remove lower dash
panels. Disconnect all cable sleeves (pop out) from cables at climate
control unit. See Fig. 3. Remove 4 cables from damper levers.
2) Remove control knobs and blower fan switch button from
A/C-heater control panel. Remove 2 screws and A/C-heater control panel
front. Remove A/C-heater control panel. Disconnect light connector. To
CLIMATE CONTROL UNIT

1) Disconnect negative battery cable. Remove dashboard
assembly. See DASHBOARD. Discharge A/C system, using approved
refrigerant recovery/recycling equipment. Disconnect evaporator inlet
and outlet pipes, and cap both ends. Remove evaporator cover plate and
gasket from firewall. See Fig. 5.
2) Disconnect heater hose quick-disconnect couplings. Remove
heater hose cover plate and gasket from firewall. Inside vehicle,
disconnect A/C-heater control cables and all electrical connectors
from climate control unit. Remove relay shelf. See Fig. 2.
3) Remove tunnel console. Remove kick panels next to tunnel.
Remove rear floor ducts connection hose. Remove radio amplifier
bracket. Disconnect cruise control vacuum cylinder, if equipped.
Remove climate control unit. To install, reverse removal procedure.
system.
Fig. 5: Identifying Evaporator & Heater Core Connections

COMPRESSOR
using approved refrigerant recovery/recycling equipment. Remove air
intake hose and hose connection to fan cover. Remove control box air
intake hoses and Electronic Control Units (ECUs) from control box.
2) Remove control box air intake hoses and disconnect inlet
cables from fan cover (2 tie straps).
3) Remove 4 screws and fan cover. Remove relay shelf and
spacers. Disconnect 2-pin connector from fan relay and connector from
fan motor. Remove fan cover. See Fig. 6.
4) Shield radiator. Disconnect harness connectors from
compressor. Disconnect snap-on connectors on receiver-drier. Remove
right side headlight casing. Remove receiver-drier bracket screw.
5) Remove air guide. With bracket hooked onto side member,
lift receiver/drier out. Plug receiver-drier pipe ends. Disconnect
drive belt.
6) Disconnect compressor connector and temperature sensor.
Remove compressor. To install, reverse removal procedure. Lubricate
NEW "O" rings with compressor oil. Evacuate and charge system.
Fig. 6: Removing Cooling Fan Components

CONDENSER
NOTE: When replacing condenser, always replace "O" rings and
snap-on connections.

air intake hose. Remove hose connector to fan cover.
2) Remove Electronic Control Units (ECUs) from control unit
box. Disconnect control unit box air intake hoses. Remove inlet hose
connector to fan cover. Disconnect relays from relay casing. Remove 4
screws to disconnect fan cover, and fold cover back towards engine.
Remove relay shelf and spacers. See Fig. 6.
3) Disconnect pipes from condenser and cap. Disconnect high-
pressure sensor connector. Remove high pressure sensor. Disconnect
condenser screws. Lift condenser out.
4) To install, reverse removal procedure. Transfer high-
pressure sensor and rubber gasket to NEW condenser. Lubricate NEW "O"
rings with compressor oil. Evacuate and charge system.
DASHBOARD
NOTE: Dashboard consists of 5 main sections: upper frame, lower
frame (left and right), defroster duct and dashboard cover.
Except for dashboard cover, all the main sections are glued
together and cannot be separated.

1) Disconnect negative battery cable. Disable air bag system.
See AIR BAG RESTRAINT SYSTEM article in the ACCESSORIES/SAFETY
EQUIPMENT section. From engine compartment, remove windshield wiper
nuts, windshield wiper well cover panel screws and wiper well. Remove
wiper motor mountings.
2) From passenger compartment, remove air bag module. Mark
steering wheel position relative to steering wheel shaft. Remove
steering wheel nuts and steering wheel. Remove steering wheel stalks.
3) Remove steering wheel stalk connector. Remove left and
right side sound proofing, side defroster, left and right side speaker
covers, and speakers.
4) Remove dashboard mounting screws and glove box. Remove
radio. Remove A/C-heater control panel knobs and retaining screws.
Disconnect connectors and remove A/C-heater control panel from
dashboard. Remove cigarette lighter connector. Lift off dashboard. To
EVAPORATOR
Disconnect negative battery cable. Remove dashboard assembly.
See DASHBOARD. Remove climate control unit. See
CLIMATE CONTROL UNIT. Remove evaporator cover screws and clips. Lift
out evaporator. See Fig. 7. To install, reverse removal procedure.
system.
Fig. 7: Removing Evaporator

HEATER CORE
1) Clamp off hoses to heater core in engine compartment at
firewall. Remove center console kick panels. Remove underdash trim
panels. Remove radio amplifier bracket.
2) Remove drain hose. See Fig. 8. Remove heater core case
screws. Disconnect heater hose pipes. Remove heater core and heater
core case as an assembly by pulling towards rear of vehicle. Remove
heater core from heater core case. To install, reverse removal
procedure.
Fig. 8: Removing Heater Core

RECEIVER-DRIER
air intake hose and remove hose connector to fan cover. Remove control
unit air intake hoses and Electronic Control Units (ECUs) from control
unit box.
2) Remove control unit box air intake hoses and remove inlet
wires from fan cover. Remove 4 screws and fan cover. Remove relay
casing and spacers. Disconnect 2-pin connector from fan relay and
connector from fan motor. Remove fan cover. See Fig. 6.
3) Shield radiator. Disconnect suction pipe from compressor.
Disconnect snap-on connectors from receiver-drier. Remove right side
headlight cover. Remove screw from receiver-drier bracket.
4) Remove air guide. Remove receiver-drier and bracket. With
bracket suspended from side member, lift receiver/drier out. Remove
receiver-drier from bracket.
5) To install, reverse removal procedure. When replacing
receiver-drier, fill NEW receiver-drier with 3 ozs. of oil. Lubricate
NEW "O" rings with compressor oil. Evacuate and charge system.

Compressor Bracket Bolt .......................... 30 (40)

Compressor Bracket-To-Compressor ................. 30 (40)
Compressor Bracket-To-Frame ...................... 15 (20)
Compressor Inlet Fitting ......................... 15 (20)
Compressor Outlet Fitting ........................ 33 (45)
Compressor Pipe Flange Bolt ...................... 18 (24)
Condenser Inlet & Outlet ......................... 15 (20)
Expansion Valve .................................. 22 (30)
Receiver-Drier Connection ........................ 22 (30)
INCH Lbs. (N.m)
High Pressure Sensor Connection ................... 7 (10)

WIRING DIAGRAMS
Fig. 9: Manual A/C-Heater System Wiring Diagram
D - ADJUSTMENTS - TURBO
1995 Volvo 850
1995 ENGINE PERFORMANCE

Volvo - On-Vehicle Adjustments
850 - Turbo
ENGINE COMPRESSION
Warm engine to normal operating temperature. Disconnect
single wire from negative terminal of ignition coil(s). Check
compression with all spark plugs removed, throttle valve wide open and
at normal cranking speed (250-300 RPM).
CAUTION: Failure to disconnect ignition coil negative terminal may

cause damage to ignition system control unit(s).
COMPRESSION SPECIFICATIONS TABLE

Compression Ratio .................................. 8.5:1

VALVE CLEARANCE
NOTE: Hydraulic lifters used. No adjustment is required.
IGNITION TIMING
Ignition timing is computer-controlled and is not adjustable.
IGNITION TIMING TABLE (Degrees BTDC @ RPM)

Application (1) Timing
Turbo .......................................... 4-8 @ 850
(1) - Ignition timing is computer-controlled. Not adjustable.

IDLE SPEED & MIXTURE

NOTE: Cold (fast) idle is computer-controlled. Basic idle speed
is not adjustable.
IDLE SPEED & CO LEVEL

NOTE: Idle mixture is not adjustable.
IDLE SPEED & CO LEVEL TABLE

Application Idle RPM (1) CO Level
Turbo ......................... 850 ........... .20-1.0%
(1) - CO level is measured before catalytic converter.

THROTTLE CONTROLS
THROTTLE SWITCH
Checking
Open throttle slightly and listen for a click. Click
indicates throttle switch opens.
Adjusting
Ensure throttle valve is closed. Loosen TPS retaining screws.
Turn TPS switch clockwise slightly. Turn TPS switch back again until a
click is heard. Tighten retaining screws. Recheck setting. Open
throttle slightly, a click should be heard. Click indicates switch is
activating.
THROTTLE LINK ROD

1) Loosen throttle link lock nut so link is separated and can
spring back easily to its innermost position. Mount link in position.
NOTE: Lubricate link with petroleum jelly if needed.
2) Attach link end with ball and lock nut to throttle

spindle. Ensure throttle spindle is in contact with adjusting screw
"B" and pulley is seated against idle stop "C". Tighten link lock nut
"A". Rotate pulley to ensure link seats against adjusting screw "B"
before pulley seats against idle stop "C". See Fig. 1.
Fig. 1: Adjusting Throttle Link Rod

THROTTLE CABLE
Throttle pulley should move freely without sticking. Cable
should be taut in idling position, without altering pulley position.
Pulley should rest against idle stop. See Fig. 2. Adjust cable as
necessary. Press accelerator pedal to floor and ensure pulley reaches
full-load stop.
Fig. 2: Adjusting Throttle Cable (Typical)

BASIC THROTTLE SETTING

NOTE: If basic throttle setting adjusted, throttle position will
change. Therefore, throttle switch must be adjusted whenever
basic throttle setting is adjusted. See THROTTLE SWITCH under
THROTTLE CONTROLS.
Loosen basic throttle setting adjustment screw lock nut. See

Fig. 3. Turn screw until throttle is completely closed. Tighten
adjustment screw until it touches throttle lever and then turn an
additional 1/2 turn. Tighten lock nut, making sure not to change
adjustment. Recheck basic throttle setting.
Fig. 3: Adjusting Basic Throttle Setting (Typical)

D - ADJUSTMENTS
1995 Volvo 850

Volvo - On-Vehicle Adjustments
850
ENGINE COMPRESSION
Warm engine to normal operating temperature. Disconnect
single wire from negative terminal of ignition coil(s). Check
compression with all spark plugs removed, throttle valve wide open and
at normal cranking speed (250-300 RPM).
CAUTION: Failure to disconnect ignition coil negative terminal may

cause damage to ignition system control unit(s).

Compression Ratio ................................. 10.5:1

VALVE CLEARANCE
NOTE: Hydraulic lifters used. No adjustment is required.
IGNITION TIMING
Ignition timing is computer-controlled and is not adjustable.

Non-Turbo ....................................... 10 @ 800
(1) - Ignition timing is computer-controlled. Not adjustable.


NOTE: Cold (fast) idle is computer-controlled. Basic idle speed
is not adjustable.
IDLE SPEED & CO LEVEL

NOTE: Idle mixture is not adjustable.
IDLE SPEED & CO LEVEL TABLE

Non-Turbo
Cooling Fan On .............. 800 ............... 0.6%
Cooling Fan Off ............. 825 ............... 0.6%
(1) - CO level is measured before catalytic converter.

THROTTLE CONTROLS
THROTTLE SWITCH
Checking
Open throttle slightly and listen for a click. Click
indicates throttle switch opens.
Adjusting
Ensure throttle valve is closed. Loosen TPS retaining screws.
Turn TPS switch clockwise slightly. Turn TPS switch back again until a
click is heard. Tighten retaining screws. Recheck setting. Open
throttle slightly, a click should be heard. Click indicates switch is
activating.
THROTTLE LINK ROD

1) Mount link rod on throttle housing with "L" mark on rod at
housing end and "R" mark on pulley end. Put a .10" (2.5 mm) feeler
gauge at pulley stop. See Fig. 1. Turn middle of rod until clearance
between lever and adjusting screw is .012" (.30 mm). Ensure rod does
not turn and tighten lock nuts.
2) Recheck clearance. Ensure a .020" (.50 mm) feeler gauge
cannot be inserted between lever and adjusting screw. Ensure a .004"
(.10 mm) feeler gauge can be inserted between lever and adjusting
screw. If clearance is not correct, repeat step 1).
Fig. 1: Adjusting Throttle Link Rod

THROTTLE CABLE
Throttle pulley should move freely without sticking. Cable
should be taut in idling position, without altering pulley position.
Pulley should rest against idle stop. See Fig. 2. Adjust cable as
necessary. Press accelerator pedal to floor and ensure pulley reaches
full-load stop.
Fig. 2: Adjusting Throttle Cable (Typical)
BASIC THROTTLE SETTING

NOTE: If basic throttle setting adjusted, throttle position will
change. Therefore, throttle switch must be adjusted whenever
basic throttle setting is adjusted. See THROTTLE SWITCH under
THROTTLE CONTROLS.
Loosen basic throttle setting adjustment screw lock nut. See

Fig. 3. Turn screw until throttle is completely closed. Tighten
adjustment screw until it touches throttle lever and then turn an
additional 1/2 turn. Tighten lock nut, making sure not to change
adjustment. Recheck basic throttle setting.
Fig. 3: Adjusting Basic Throttle Setting (Typical)

AIR BAG RESTRAINT SYSTEM
1995 Volvo 850
1995 ACCESSORIES/SAFETY EQUIPMENT

Volvo Air Bag Restraint System
850

WARNING: To avoid injury from accidental air bag deployment, read
and carefully follow all WARNINGS and SERVICE PRECAUTIONS.
WARNING: If vehicle is equipped with SIPS system, exercise care

when working around front seat and door area. During
servicing which involves front seats, always install safety
device in SIPS bag of seat being serviced. Never apply
external force to side of seat. See SIPS under REMOVAL &
INSTALLATION for safety device attachment procedures.
Failure to observe precautions may result in SIPS deployment
and personal injury. See SERVICE PRECAUTIONS.
IDENTIFICATION
SRS/SIPS (Side Impact Protection System) unit decals will be
found on the windshield, on the end of the driver-side of the
instrument panel (visible with door open), on the sensor housing (side
of front seats), and on the driver-side "B" pillar.

The Supplemental Restraint System (SRS) is designed to
operate when vehicle strikes a rigid or heavy object with enough force
to activate SRS. Activation impact area is directly in front of
vehicle and 30 degrees on either side of dead center. SRS is not
designed to activate during a side or rear collision, a rollover, or a
frontal collision at low speed or with soft objects. In addition, the
850 is equipped with Side Impact Protection System (SIPS). SIPS are
seat mounted air bags which deploy only in the event of a side impact
intrusion in the front passenger compartment.
Main SRS components include a driver-side air bag/gas
generator module mounted to steering wheel, and passenger-side air
bag/gas generator module mounted to instrument panel. System also
includes a contact reel (clockspring) mounted to steering column,
under steering wheel, crash sensor, and standby power unit mounted
under center console and SRS warning light, mounted in instrument
gauge cluster light bar. See Fig. 1. All models have an On-Board
Diagnostic (OBD) system located within engine compartment. All models
have pyrotechnical seat belt tensioners for driver and front passenger
seats. Seat belt tensioners are mounted inside "B" pillars. For SRS to
operate properly, 3-point seat belts must be worn.
Fig. 1: Locating SRS Components
If vehicle’s deceleration rate, as recorded by crash sensor,

is sufficiently high, crash sensor delivers voltage signal to ignite
gas generators in air bag module and in seat belt tensioners. When air
bag module gas generator is ignited, a quantity of non-toxic nitrogen
gas is produced, filling air bag in a few hundredths of a second.
Immediately after air bag inflates, gas is released through a
ventilation hole on rear of air bag module. Entire sequence of air bag
inflation and collapse takes about 0.2 seconds.
Seat belt tensioners are connected to seat belt reel by a
cable. When seat belt tensioner is activated by crash sensor, belt is
tightened about 4". In a collision, seat belt tensioners tighten seat
belts instantly, holding occupant tightly against seat back.
SIPS units are mounted on the outer sides of both front
seats. See Fig. 2. The SIPS main components are deployment sensor
units and SIPS air bag modules. Deployment sensors face doors,
deploying air bags when a side intrusion impact is detected. Only SIPS
on affected side of vehicle will deploy. SIPS sensor does not sense
deceleration or "G" forces. An impact of at least 6.6 ft/sec (2m/s) is
necessary to trigger SIPS sensor. This prevents unnecessary activation
by light blows from outside objects. In event of a side collision,
deformation of door will push it into proximity with a cover plate
over SIPS sensor. Sensor cap will deform, detonating a firing pin and
sending a shock wave through tubes inside the seat frame. When seat
air bag module is excited by this impulse, powder charge inside gas
generator ignites. This produces nitrogen gas to fill and expand side
air bag cushion. One gas generator ignites immediately, the second
generator being delayed about 3 milliseconds. Delay is designed to
maintain pressure and volume for sufficient time, to gain maximum
effect from deployment. Cushion will break open SIPS cover and rip
seat upholstery seam. Cushion will then inflate toward door panel to
help protect occupant’s rib cage. After deployment, cushion will
deflate through integral gas vents. No warning lamp or diagnostic
system is used on SIPS modules.
Fig. 2: Identifying SIPS Unit Components

AIR BAG MODULE

NOTE: Volvo recommends air bag modules and seat belt tensioners be
replaced every 10 years to maintain reliability.
Each air bag module consists of an inflatable air bag and

inflator unit. Gas generator and ignitor make up the inflator unit,
which is mounted to rear of air bag module. A 2-pin electrical
connector with gold-plated terminals is mounted to inflator unit. If
2-pin connector is disconnected for any reason, a safety shorting
spring inside 2-pin connector spreads open, touching both terminals.
This prevents accidental air bag deployment by static electricity or
careless handling.
CONTACT REEL (CLOCKSPRING)

Contact reel is a spirally wound wire coil (not a slip ring)
mounted to steering column. This single-wire type contact reel design
ensures most reliable contact possible between air bag module assembly
and crash sensor.
CRASH SENSOR
Crash sensor measures and records deceleration/collision
force of vehicle to determine if air bag deployment is necessary.
Crash sensor also functions as a diagnostic monitor, which
continuously monitors SRS operation and records any faults in SRS.
Crash sensor incorporates a piezoelectric sensor (to detect
deceleration/collision force), microprocessors (to evaluate collision
signal and control SRS deployment), a memory (to retain information
for fault tracing if power supply fails) and a standby power unit (if
battery power supply is lost).
Electrical sensor records combination of "G" force and change
in speed (deceleration). Both high "G" force and prolonged
deceleration are required to activate SRS. Consequently, crash sensor
cannot be activated by a hammer blow or other similar influence, which
produces a high "G" force for a short time.
To ensure correct operation of crash sensor, crash sensor
must be properly secured to floor and securely grounded. Crash sensor
is grounded by a short Black wire connected to one of crash sensor’s
mounting screws. SRS is monitored continuously by microprocessors in
crash sensor, regardless of ignition switch position or engine
operation. Crash sensor will illuminate instrument gauge cluster SRS
warning light until a fault is corrected, and crash sensor memory is
cleared.
Crash sensor incorporates a standby power unit if normal
power source (battery voltage) is interrupted. Standby power unit
stores enough energy to deploy SRS within 100 milliseconds of battery
power loss during a collision.
ON-BOARD DIAGNOSTIC UNIT

On-Board Diagnostic (OBD) unit, located within engine
compartment, is a 2-part, interconnected unit with an "A" side and a
"B" side. OBD unit is used to store fault codes, display fault codes,
and monitor SRS continuously by self-diagnostics. Fault codes are
stored in crash sensor and displayed through OBD unit and/or SRS light
on side "A" of OBD unit. See SELF-DIAGNOSTIC SYSTEM under DIAGNOSIS &
TESTING.
OBD unit is positioned on right front of engine compartment
and is controlled by crash sensor located under center console.
ELECTRICAL SYSTEM
SRS deployment harness connectors are Orange, except for
passenger-side air bag module connector, which is Violet. SRS
connectors between air bag module(s) and crash sensor have gold-plated
terminals for maximum conductivity. These colored connectors contain a
safety shorting spring in male half of connector. When connectors are
disconnected, safety shorting spring spreads open to touch both
terminals, preventing accidental deployment of air bag by static
electricity or careless handling.
SRS WARNING LIGHT

When ignition switch is turned to ON position, SRS warning
light will glow. If SRS faults are not detected, SRS warning light
will go out after about 10 seconds or immediately after engine is
started. If SRS detects a fault, warning light will remain on until
fault is corrected and memory is cleared. If warning light fails to
glow, bulb is faulty, and/or a short exists in wire to bulb.
SEAT BELT TENSIONER

All models are equipped with pyrotechnical seat belt
tensioners for driver and front passenger seats. If vehicle’s
deceleration rate, recorded by crash sensor, is sufficiently high,
crash sensor delivers voltage charges to activate gas generators in
seat belt tensioners. If seat belt tensioner gas generator is
activated by crash sensor, a quantity of non-toxic nitrogen gas is
produced. This gas pressure displaces plunger mounted in tensioner
tube and tightens seat belt by tensioning cable connected to seat belt
reel. In a collision, seat belt tensioners tighten seat belts
instantly, holding occupant tightly against seat back.
SIPS SENSOR UNIT

Driver and front passenger seats are equipped with SIPS
impact sensors to detect side intrusion impact, and excite gas
generator detonators inside SIPS air bag modules.
SIPS AIR BAG MODULE

Driver and front passenger seats are equipped with SIPS air
bag module which deploys a cushion to protect occupant’s ribs in side
impact collisions.
SYSTEM OPERATION CHECK

Turn ignition switch to ON position (engine not running). If
no fault codes are present, SRS warning light will go out after 10
seconds. If SRS is malfunctioning, SRS fault code will be stored in
crash sensor memory during following conditions:
* SRS warning light does not glow.

* SRS warning light does not go out after 10 seconds.
* SRS warning light does not go out after engine is started.
* SRS warning light comes on while driving. If SRS warning
light indicates a malfunction, enter self-diagnostics and
retrieve fault codes. See SELF-DIAGNOSTIC SYSTEM under
DIAGNOSIS & TESTING.
Seat Belt Tensioner Inspection

There are 2 methods of determining seat belt tensioner
activation. Start by pulling seat belt out and releasing it. If belt
normally extends easily to full length, tensioner has not been
activated. If either belt sticks, jerks when reeling and unreeling, or
fails to reel, both belts must be replaced. If seat belt tensioner
activation cannot be determined, turn ignition switch to OFF position.
Remove "B" pillar inner panel. Insert a steel rod into tensioner tube
to establish position of plunger. If plunger position is near bottom
of tensioner tube, seat belt tensioner has not deployed. If plunger
position is near top of tensioner tube, seat belt tensioner has been
activated, and both belts must be replaced.
SIPS System Inspection

No maintenance is necessary on SIPS units.
SERVICE PRECAUTIONS
Observe these precautions when working with air bag systems:
* Always disable SRS before performing any air bag repairs.

See DISABLING & ACTIVATING AIR BAG SYSTEM.
* Always ensure radio is off before disconnecting battery.
This will prevent damage to radio microprocessor.
* Always wear safety glasses and gloves when handling a
deployed air bag module and/or seat belt tensioners. Air bag
module and/or seat belt tensioners may contain sodium
hydroxide deposits, which irritate skin.
* Use caution when handling sensors. Never strike or jar
sensors. All sensors and mounting bracket bolts must be
tightened carefully to ensure proper sensor operation. See
TORQUE SPECIFICATIONS.
* Never apply power to SRS if any SRS crash sensor is not
securely mounted to vehicle.
* Never make any measurement directly on air bag module(s) or
seat belt tensioners. A fault in these components is
determined by a process of elimination using Special Test
Resistor (998 8695).
* To avoid accidental air bag deployment when trouble shooting
SRS, DO NOT use self-powered electrical test equipment, such
as battery-powered or AC-powered voltmeter, ohmmeter, etc.
when air bag module(s) or seat belt tensioners are connected
to SRS.
* When called for during diagnostics, use a DVOM with ohmmeter
ranges of 2000 ohms and 200,000 ohms with a one-percent
error tolerance.
* Wiring repairs should not be performed on any portion of SRS
wiring harness.
* Always handle air bag modules with trim cover away from your
body. Always place air bag module on workbench with trim
cover facing up, away from loose objects.
* If equipped with SIPS, always use care when working near
outer side of seat frame. SIPS sensor is located directly
behind outer seat frame pocket. Never strike or apply
pressure to side of seat.
DISABLING & ACTIVATING AIR BAG SYSTEM

WARNING: DO NOT disconnect crash sensor connector or standby power
unit to disable system. This action could cause air bag to
deploy.
Disabling System
1) Before proceeding, see SERVICE PRECAUTIONS. Before
performing any repairs, turn ignition switch to OFF position.
Disconnect and shield negative battery cable.
2) Locate and disconnect Orange air bag module and seat belt
tensioner connectors and Violet passenger-side air bag module
connector. DO NOT disconnect crash sensor connector or standby power
unit to disable system. This action could cause air bags to deploy.
See Fig. 1.
Activating System
After repairs are performed, ensure all wiring and component
connectors are connected. Turn ignition switch to ON position. Connect
negative battery cable. Ensure vehicle is not occupied when connecting
battery cable. Ensure system is functioning properly. See SYSTEM
OPERATION CHECK.
DISPOSAL PROCEDURES
WARNING: An undeployed air bag module or seat belt tensioner should
never be disposed of without first being deployed. See
SCRAPPED VEHICLE. If deployment is not possible, contact
vehicle manufacturer for further instructions.
Several situations may arise requiring some form of disposal

action, including:
* Scrapping a vehicle containing a deployed air bag module(s),

seat belt tensioners or SIPS units.
* Scrapping a vehicle with undeployed air bag module(s), seat
belt tensioners or SIPS units.
* Disposal of undeployed, but electrically faulty air bag
module(s) or seat belt tensioners.
* Disposal of a deployed air bag module or seat belt tensioner.
DEPLOYED AIR BAG OR SEAT BELT TENSIONER

Deployed air bag module or seat belt tensioner can be
disposed of as any other part. Handle air bag module(s) and/or seat
belt tensioners with gloves and wear safety glasses.
SCRAPPED VEHICLE
WARNING: An undeployed air bag module, seat belt tensioner and/or
SIPS module cannot be disposed of without first deploying
air bag, seat belt tensioner, and/or SIPS module. If this is
not possible through procedures outlined below, contact
vehicle manufacturer for further instructions. Perform
remote deployment outdoors. To avoid personal injury when an
air bag is deployed, keep all personnel at least 20 feet
away. See SERVICE PRECAUTIONS.
Air Bag Module

1) Move vehicle outdoors to a remote area, away from workshop
and other personnel. Disconnect negative battery cable. Open all
vehicle windows and doors. Ensure air bag module is secured to
steering wheel or instrument panel (if equipped). Remove any loose
articles from front seat. Ensure no occupants are inside vehicle.
2) Disconnect driver-side air bag module Orange connector or
passenger-side Violet connector. See Fig. 1. Using two 20-foot long
wires, splice one end of each wire to air bag side of Orange connector
Orange and Orange/White wires. On passenger-side, connect wires to
Violet connector, Brown and Blue wires. While at least 20 feet from
vehicle, connect both wires to 12-volt power source. Air bag should
deploy.
3) If driver-side air bag does not deploy, disconnect 20-foot
wires from 12-volt power source. Remove air bag module from steering
wheel. See AIR BAG MODULE under REMOVAL & INSTALLATION. Carefully cut
off module connector bypassing contact reel. Splice both 20-foot wires
to air bag module wires, and tape spliced connections.
4) Reinstall air bag module to steering wheel. While at least
20 feet from vehicle, connect both wires to 12-volt power source to
trigger air bag inflator. Air bag should deploy.
Seat Belt Tensioner

and other personnel. Disconnect negative battery cable. Open all
vehicle windows and doors. Ensure seat belt tensioner is secured to
"B" pillar. Remove any loose articles from front seat. Ensure no
occupants are inside vehicle. Connect seat belt latch coupling to
position shoulder harness across seat back.
2) Locate and disconnect Orange connectors. See Fig. 1. Using
2 wires, each 20 feet long, splice one end of each wire to terminals
of male end of Orange connector. While at least 20 feet from vehicle,
connect both wire ends to 12-volt power source to trigger seat belt
tensioner. Seat belt tensioner should deploy. Repeat procedure for
other seat belt tensioner.
3) Ensure seat belt tensioner has deployed. See SEAT BELT
TENSIONER INSPECTION under SYSTEM OPERATION CHECK. If seat belt
tensioner does not deploy, disconnect 20-foot wires from 12-volt power
source. Remove seat belt tensioner trim cover from "B" pillar. See
SEAT BELT TENSIONER under REMOVAL & INSTALLATION. See Fig. 3.
Carefully remove connector from seat belt tensioner module. Strip back
about 1" of insulation of two wires from seat belt tensioner harness.
Splice both 20-foot wire ends to seat belt tensioner wires, and tape
spliced connections.
Fig. 3: Removing Driver-Side Seat Belt Reel & Tensioner

4) While at least 20 feet from vehicle, connect both wires to

12-volt power source to trigger seat belt tensioner.
WARNING: DO NOT handle SIPS sensor unit roughly with transport
safety device removed. DO NOT exert external pressure on
sensor unit. Aluminum cover on sensor must not be pressed in
or dented. Safety glasses and hearing protection should be
worn, as deployment of SIPS module will produce a loud
explosion.
SIPS Modules
and other personnel. Remove loose articles from front seat. Ensure no
occupants are inside vehicle. Lift seat pocket and remove SIPS
transport safety device from holder inside seat pocket. See Fig. 4.
Place safety device over SIPS sensor. See Fig. 5. Cut cable ties
holding firing tubes and free tubes from clips. See Fig. 6. Remove
Torx T-25 screw holding pressure plate and sensor. Remove sensor from
SIPS tube sensor housing.
Fig. 4: Removing Seat Pocket and SIPS Safety Device

Fig. 5: Installing SIPS Transport Safety Device
Fig. 6: Removing SIPS Sensor & Air Bag Module
2) Close front doors and windows. Pull sensor to floor behind

seat and lay flat. Remove sensor safety device from sensor, stand
outside vehicle, and open rear door. Reach inside and strike sensor
with hammer on front face. SIPS unit will deploy.
POST-COLLISION INSPECTION
WARNING: DO NOT handle SIPS sensor unit roughly with transport
safety device removed. DO NOT exert any external pressure on
sensor unit. Aluminum cover on sensor must not be pressed in
or dented.
After vehicle is involved in a collision in which SRS did not
deploy, perform a system operation check to ensure proper SRS
operation. See SYSTEM OPERATION CHECK. Repair as necessary. If SRS
deployed, replace air bag modules, crash sensor, contact reel, seat
belt tensioners, any seat belt in use at time of collision, and
igniter leads to air bag modules. Inspect following items and replace
if damaged (even if deployment did not occur): knee bolster,instrument
panel frame, instrument panel speakers, steering wheel, sunroof,
instrument panel trim pieces, and windshield.
SIPS Inspection
1) Remove any loose articles from front seat and ensure no
occupants are inside vehicle. Lift up seat pocket and remove SIPS
transport safety device from its holder inside seat pocket. See
Fig. 10. Place safety device over SIPS sensor. See Fig. 5. Remove Torx
T-25 screw holding pressure plate and sensor and then remove sensor
from SIPS tube sensor housing. See Fig. 6.
2) Inspect exposed portion of firing tubes for cuts or
abrasions. Remove safety device from SIPS sensor and carefully inspect
sensor for any dents or damage. Sensor should slide easily from tube
sensor housing. If sensor is difficult to remove, it may be dented.
Measure height of sensor from flat back plane to front face. Be sure
not to apply pressure while measuring. Use a vernier caliper, if
available. Height must be not less than 1.06" (27mm). If less, replace
SIPS module. If okay, replace safety device on sensor then reverse
removal procedure. Be sure to remove safety device before installing
seat pocket.

WARNING: Failure to follow service precautions may result in air
bag deployment and personal injury. See SERVICE PRECAUTIONS.
After component replacement, always perform a system
operation check to ensure proper SRS operation. See SYSTEM
OPERATION CHECK.
WARNING: During servicing which involves front seats, always

install safety device in SIPS bag of seat being serviced.
Never apply external force to side of seat. See SIPS under
REMOVAL & INSTALLATION for SAFETY DEVICE ATTACHMENT
PROCEDURES.
AIR BAG MODULE

NOTE: Air bag module has a 10-digit identification number that
must be used when ordering replacement module.
Removal & Installation (Driver-Side)

1) Before proceeding, follow air bag service precautions. See
SERVICE PRECAUTIONS. Disable air bag system. See DISABLING &
ACTIVATING AIR BAG SYSTEM.
2) Turn ignition switch to disengage steering column lock.
Remove steering wheel tilt adjuster (if equipped), steering column
lower cover panel and knee bolster assembly.
3) Remove 2 Torx No. 30 screws from rear of steering wheel.
See Fig. 7. Pull air bag module away from steering wheel just enough
to disconnect wiring connector. Install SRS (Special Test Resistor)
(988 8695) in place of air bag module to prevent generation of fault
codes. See Fig. 8.
Fig. 7: Removing SRS Air Bag Module
Fig. 8: Installing SRS Special Test Resistor (998-8695) Air Bag

Module Connector
4) To install, reverse removal procedure. Tighten air bag

module bolts to specification. See TORQUE SPECIFICATIONS. Turn
ignition switch to ON position. Connect negative battery cable. Ensure
system is functioning properly. See SYSTEM OPERATION CHECK.
5) If an air bag module fault code exists after replacing air
bag module, clear codes, and perform SYSTEM OPERATION CHECK again. If
SRS warning light still indicates a malfunction, enter self-
diagnostics and retrieve fault codes. See SELF-DIAGNOSTIC SYSTEM under
Removal & Installation (Passenger-Side)

SERVICE PRECAUTIONS. Disable air bag system. See DISABLING &
ACTIVATING AIR BAG SYSTEM.
2) Remove driver-side soundproofing panel and center console.
Disconnect Violet connector and cut cable tie. Disconnect glove box
lid arms. Using a screwdriver between each arm and side of lid, pry
out arms. Remove glove box screws and compartment. Remove 4 air bag
module screws and disconnect air bag module connector.
3) Remove side defroster outlet screw caps and screws. Pivot
4 vent nozzles downward and pull out. Remove both nozzles and air duct
from right side. Remove speaker grilles and speakers. Disconnect
speaker connectors. Remove 11 instrument panel retaining screws and
disengage cover panel from upper part of frame above center console.
4) Using Torx bit TX 20, remove 8 air bag module retaining
Torx screws. Remove 6 special nuts using locking pliers and remove air
bag module.
5) Inspect for excessive foam under felt tape at positions
No. 1 and 2. See Fig. 9. If there is excessive foam, remove tape, cut
foam so there will not be a bump in instrument panel cover. Reinstall
tape over foam. Tightly support air bag module with electrical wire in
straps, ensuring correct position of straps. See Fig. 9. Incorrect
position of straps will not allow instrument panel cover to lay
smoothly.
Fig. 9: Installing Passenger-Side Air Bag Module

6) Keeping support wire stretched tightly, put air bag module

into position. Install Torx screws into positions No. 1 and 2 to
secure air bag in place and remove wire. See Fig. 10. Without
tightening, install remaining Torx screws and special nuts. Positions
No. 1 through 8 are Torx screws and position No. 9 through 14 are
special nuts. Install a support under air bag lid to ensure instrument
panel cover and air bag lid are level. Tighten Torx screws and nuts in
numbered sequence. See Fig. 10. See TORQUE SPECIFICATIONS. To complete
installation, reverse removal procedures.
Fig. 10: Passenger-Side Air Bag Module Tightening Sequence

7) Turn ignition switch to ON position. Connect negative

battery cable. Ensure system is functioning properly. See SYSTEM
OPERATION CHECK. If an air bag module fault code exists after
replacing air bag module, clear codes and perform SYSTEM OPERATION
CHECK again. If SRS warning light still indicates a malfunction, enter
self-diagnostics and retrieve fault codes. See SELF-DIAGNOSTIC SYSTEM
under DIAGNOSIS & TESTING.
CRASH SENSOR & STANDBY POWER UNIT

WARNING: DO NOT touch sensor terminal pins, which may carry an
electrostatic charge.
NOTE: Crash sensor has an 8-digit identification number that must

be used when ordering replacement sensor.
Removal
SERVICE PRECAUTIONS. Disable system. See DISABLING & ACTIVATING AIR
BAG SYSTEM.
2) Crash sensor is located under center console. Remove
ashtray and cigarette lighter holder. Remove center console mounting
screws, apply handbrake and shift transmission into Neutral. Remove
center console. Remove crash sensor, and disconnect connector. See
Fig. 1.
Installation
1) To install, reverse removal procedure. Install crash
sensor using original bolts. Because ground terminal is secured by one
mounting bolt, ensure ground terminal is not damaged when tightening
bolts. Tighten all bolts to specification. See TORQUE SPECIFICATIONS.
Ensure all SRS connectors are connected.
2) Turn ignition switch to ON position and connect negative
battery cable. Check SRS warning light to ensure system is functioning
properly. See SYSTEM OPERATION CHECK. If fault code exists after
replacing crash sensor, clear codes and perform SYSTEM OPERATION CHECK
again. If SRS warning light still indicates a malfunction, enter self-
diagnostics and retrieve fault codes. See SELF-DIAGNOSTIC SYSTEM under
SEAT BELT TENSIONER

NOTE: If air bag deployed, replace both seat belt tensioners
(including belts) since seat belt tensioners are ignited at
same time as air bag.
Removal
BAG SYSTEM.
2) Push front seat as far forward as possible. Remove "B"
pillar inner panel. Remove door sill molding and seat side pocket.
Remove seat belt tensioner bolts and plunger tube Torx screw from "B"
pillar. Disconnect tensioner connector. See Fig. 3.
Installation
1) To install, reverse removal procedure. Ensure SRS wire is
positioned so as not to become pinched or cut. Tighten all bolts to
specification. See TORQUE SPECIFICATIONS. Ensure all SRS connectors
are connected.
2) Activate system. Check SRS warning light to ensure system
is functioning properly. See SYSTEM OPERATION CHECK. If fault code
exists after replacing new seat belt reel assembly, clear codes, and
perform SYSTEM OPERATION CHECK again. If SRS warning light still
indicates a malfunction, enter self-diagnostics and retrieve fault
codes. See SELF-DIAGNOSTIC SYSTEM under DIAGNOSIS & TESTING.
STEERING WHEEL & CONTACT REEL

NOTE: If air bag deployed during a collision, contact reel and
steering wheel must be replaced.
Removal
BAG SYSTEM.
2) Place front wheels in straight-ahead position. Mark
steering wheel-to-column location for installation reference. Remove
air bag module. See AIR BAG MODULE.
3) Remove steering wheel hub retaining bolt. Remove locking
screw at end of plastic warning label from steering wheel, leaving
screw attached to plastic warning label. See Fig. 8. Install locking
screw into contact reel and tighten. Carefully pull steering wheel
from column, allowing wiring and plastic warning label to pass through
hole in steering wheel.
4) Remove steering column upper and lower covers. See
Fig. 12. Locate and disconnect contact reel wiring harness connector
from behind instrument gauge cluster. See Fig. 1. Disconnect horn
connector at rear of contact reel. Remove contact reel retaining
screws. Pull contact reel off steering shaft using care to guide
wiring up through steering column.
Fig. 11: Removing Steering Wheel

Fig. 12: Removing Contact Reel

Installation
1) Position new contact reel onto steering shaft. Connect
contact reel and horn connectors. Install retaining screws. Install
turn signal and wiper switches. Install column covers.
2) Contact reel must be adjusted before installation. See
CONTACT REEL CENTERING under ADJUSTMENTS. Reverse removal procedures
to complete installation.
SIPS AIR BAG MODULE ASSEMBLY

WARNING: During servicing which involves front seats, always
install safety device in SIPS bag of seat being serviced.
Never apply external force to side of seat.
Removal
1) Lift up front edge of seat pocket and push backward.
Remove SIPS Transport Safety Device (9156562-2) from holder inside
seat pocket. See Fig. 4. Attach safety device to sensor. See Fig. 5.
Ensure ignition is off and remove negative battery cable. Unbolt seat
belt from outside of seat. Remove cover on front edge of outboard seat
rail. Unbolt seat and then disconnect heating element electrical
connector, under seat. Remove connector to seat belt buckle switch and
then lift seat straight up.
2) Disconnect seat back from bottom by removing 3 screws on
each side. Remove seat back angle adjustment knob. Remove lumbar-
support adjustment knob by unscrewing counterclockwise. Turn knob
until it stops. Continue to turn while pulling out firmly. Remove
upholstery clamps with a strong cutter and then pull upholstery off
seat.
3) Note routing of firing tubes, and cut cable ties. Remove
SIPS module by unscrewing 2 Torx T-25 screws. Remove Torx T-25 screw
that holds sensor pressure plate and sensor and then slide sensor out
of tube sensor housing. See Fig. 6. Remove entire assembly from seat,
being careful not to snag firing tubes on any part of seat frame.
Installation
1) Verify transport safety device is in place on sensor unit.
Supplied with all SIPS seats. Replacement # 9156562-2 Position new
sensor in tube sensor housing and then reinstall pressure plate. If
making a collision repair, use a new plate. Install Torx screw.
Install SIPS module on seat frame and tighten 2 Torx screws. If SIPS
unit deployed, new screws of same type and quality should be used.
Torque Torx screws to 24 INCH lbs. (2.9 N.m). Place firing tubes back
in retaining clips and install new wire ties.
2) Reinstall upholstery in reverse of removal, using Hog Ring
Pliers (1158962-9) to install clamps. If seat is being reupholstered,
be sure to use Volvo original or Volvo approved upholstery. Operation
of SIPS unit could be adversely affected otherwise.
3) Reassemble seat back to bottom. Reconnect all electrical
connectors previously removed. Torque seat base bolts to 30 FT Lbs.
(40 N.m). Torque seat belt bolt to 15 Ft. Lbs. (20 N.m.). Remove
transport safety device from SIPS sensor and place back in holder.
Reinstall seat pocket. Apply new SIPS sticker shipped with SIPS
module. New sticker goes over old sticker on "B" pillar decal.
ADJUSTMENTS
CONTACT REEL CENTERING

1) Before performing contact reel centering procedures,
ensure contact reel is properly installed and steering wheel is
removed. If installing new contact reel, remove shipping lock screw
(with plastic label attached) from pin hole. See Fig. 12. Ensure that
front wheels are pointed straight ahead.
2) Loosen locking screw to permit contact reel to turn
freely. Turn contact reel clockwise to stop and then back
counterclockwise about 3 turns until pin hole is at one o’clock
position. Lock contact reel in proper position with lock screw that is
connected to plastic warning label. See Fig. 12.
3) To install steering wheel, carefully pull contact reel
wiring with plastic warning label through hole in steering wheel.
Position steering wheel so contact reel pin aligns with proper
alignment hole in steering wheel. Install steering wheel hub bolt
finger tight to ensure steering wheel does not come off shaft when
removing contact reel lock screw.
4) Remove lock screw, with plastic label attached, from
contact reel pin. Install lock screw, with plastic warning label
attached, into retaining screw hole in steering wheel. See Fig. 12.
Tighten steering wheel hub retaining bolt to specification. See TORQUE
SPECIFICATIONS.
5) To check contact reel wiring circuit, connect SRS Special
Test Resistor (998 8695) to air bag module wiring connector in place
of air bag module. See Fig. 8. Activate system.
6) Turn ignition switch to ON position and ensure SRS warning
light goes out after 10 seconds. If warning light does not go out, a
fault code is set. See SELF-DIAGNOSTIC SYSTEM under DIAGNOSIS &
TESTING.
7) If SRS warning light goes out after about 10 seconds, turn
ignition switch off. Disconnect negative battery cable. Remove SRS
Special Test Resistor (998 8695) from air bag module connector.
Position air bag module to steering wheel and install module wiring
connector.
8) Ensure module wiring connector clicks into position.
Install air bag module Torx screws to rear of steering wheel and
tighten to specification. See TORQUE SPECIFICATIONS. Install steering
column undercover and steering wheel adjuster (if equipped). Connect
negative battery cable. Perform SYSTEM OPERATION CHECK.
WIRE REPAIR
DO NOT attempt to repair SRS wiring or harness connectors. If
SRS wiring or harness connectors are faulty, replace faulty wiring
harness.
DIAGNOSIS & TESTING

WARNING: Failure to follow SERVICE PRECAUTIONS may result in air
bag deployment and personal injury. See SERVICE PRECAUTIONS.
NOTE: After component replacement, ensure proper system operation.

Perform SYSTEM OPERATION CHECK. DO NOT use ohmmeter or other
self-powered meter to test resistance of air bag
inflator/module or seat belt tensioner. Use SRS Special Test
Resistor (998 8695) in place of air bag module(s) or seat
belt tensioner when testing resistance of any SRS circuit.
SRS Special Test Resistor (998 8695) specified resistance is
1.8-2.5 ohms, which is same as components it replaces. Test
resistor can be "deployed" if deployment voltage is applied
to it while connected to SRS. Ensure test resistor resistance
is as specified after each use. If resistance is not as
specified, replace test resistor.
WARNING: If vehicle is equipped with SIPS restraint system, DO NOT

handle SIPS sensor unit roughly with transport safety device
removed. DO NOT exert any external pressure on sensor unit.
Aluminum cover on sensor must not be pressed in or dented.
Never apply pressure to side of seat frame, or handle seat
assembly roughly. Failure to follow cautions may result in
SIPS deployment and personal injury. SEE SERVICE PRECAUTIONS.
SELF-DIAGNOSTIC SYSTEM
On-Board Diagnostic (OBD) unit performs 2 tests: a start-up
test and a cyclical test. During start-up test, microprocessors
perform complete system diagnosis. Faults will not be recorded until
start-up test has been repeated 1 or 2 more times. Cyclical test is
performed 4 times per second. Faults must be detected during 2
successive measurements before they will be stored. After a fault has
been detected for 10 seconds, it will be stored, and SRS warning light
will be turned on. When faults are detected, SRS warning light will
remain on until they are corrected and cleared from OBD.
A detected fault can occur internally within air bag module,
seat belt tensioner, crash sensor, or SRS wiring harnesses. Stored
faults will be displayed by a series of flashes from SRS warning light
and/or LED light on side "A" of OBD unit located in engine
compartment.
Flash codes consist of 3 digits or series of flashes. For
example code 2-2-1 would be 2 flashes plus 2 flashes plus one flash.
Only the first 5 fault codes detected will be stored. These fault
codes are stored in a non-volatile memory that will retain stored
codes even if battery voltage is lost.
NOTE: If SRS warning light does not come on, go to SRS WARNING
LIGHT PROBLEMS.
RETRIEVING CODES
1) Turn ignition switch to OFF position. Locate On-Board
Diagnostic (OBD) unit in engine compartment (right side). See Fig. 1.
2) Connect OBD test lead from side "A" to socket B5 in side
"B". See Fig. 13. Turn ignition switch to ON position and depress test
button on side "A" once. Keep button depressed 0.5-3.0 seconds. LED
will display first fault code. Continue depressing test button until
all fault codes have been displayed and recorded. There must be at
least 1.7 seconds between each flash code displayed.
Fig. 13: Identifying On-Board Diagnostic (OBD) Unit

3) After recording all fault codes, turn ignition off.

Turning ignition off will not clear codes. For fault code
descriptions, See SRS FAULT CODES table.
NOTE: Fault Code 1-1-2 indicates an interior crash sensor fault.

Replace crash sensor and DO NOT clear this code.
CLEARING CODES
1) All fault codes must be displayed in order at least once
before they can be cleared. Display of first code displayed, a second
time, indicates all codes in memory have been displayed. Fault codes
must be displayed during same ignition-on period before they can be
cleared.
2) Connect OBD test lead from side "A" to socket No. B5 in
side "B". See Fig. 13. Turn ignition switch to ON position, and
depress test button on side "A" once. Keep button depressed for at
least 5 seconds. Release test button and LED will come on. While LED
is on, depress test button and hold it for at least 5 seconds. Fault
codes are now cleared.
3) Verify that fault codes have been cleared by repeating
retrieval steps. See RETRIEVING CODES. If fault codes have been
properly cleared, fault code 1-1-1 will display. If more fault codes
are displayed, record codes and repeat code retrieving procedure.
Record these codes and repeat clearing procedure. See step 2). If
fault codes are still present, correct faults and repeat clearing code
procedure. To ensure SRS fault codes are now cleared, perform SYSTEM
OPERATION CHECK.
SRS FAULT CODES TABLE

Code ( 1) Fault
1-1-1 .................................. No Fault Detected

1-1-2 ................................ Sensor Module Fault
1-2-7 ............ SRS Lamp, Open Circuit Or Short Circuit
2-1-1 ................. Driver-Side Air Bag, Short Circuit
2-1-2 .................. Driver-Side Air Bag, Open Circuit
2-1-3 ....... Driver-Side Air Bag, Short Circuit To Ground
2-1-4 ....... Driver-Side Air Bag, Short Circuit To Supply
2-2-1 .............. Passenger-Side Air Bag, Short Circuit
2-2-2 ............... Passenger-Side Air Bag, Open Circuit
2-2-3 .... Passenger-Side Air Bag, Short Circuit To Ground
2-2-4 .... Passenger-Side Air Bag, Short Circuit To Supply
2-3-1 ................. Left Belt Tensioner, Short Circuit
2-3-2 .................. Left Belt Tensioner, Open Circuit
2-3-3 ....... Left Belt Tensioner, Short Circuit To Ground
2-3-4 ....... Left Belt Tensioner, Short Circuit To Supply
2-4-1 ................ Right Belt Tensioner, Short circuit
2-4-2 ................. Right Belt Tensioner, Open Circuit
2-4-3 ...... Right Belt Tensioner, Short Circuit To Ground
2-4-4 ...... Right Belt Tensioner, Short Circuit To Supply
(1) - For corrective action of faults, see FAULT CODE

TESTING.
FAULT CODE TESTING

WARNING: DO NOT use ohmmeter or other self-powered meter to test
resistance of air bag module(s) or seat belt tensioners. Use
SRS Special Test Resistor (998 8695) in place of air bag
module(s) or seat belt tensioners when testing continuity or
resistance of any SRS circuit.
FAULT CODE 1-1-2
Conditions For Fault Code
Self-diagnostics has detected an internal crash sensor module
fault.
Fault Symptom
None, except illumination of SRS warning light.
Fault Source
Internal crash sensor fault.
Corrective Action
Replace crash sensor and ensure SRS fault codes are now
cleared, perform SYSTEM OPERATION CHECK. See CRASH SENSOR & STANDBY
POWER UNIT under REMOVAL & INSTALLATION.
FAULT CODE 1-2-7

SRS warning light is controlled by crash sensor. If SRS
warning light or warning light circuit is defective, crash sensor
cannot detect it.
Fault Symptom
SRS warning light is on, indicating a fault code is stored.
Warning light does not come on when ignition is turned on.
Fault Source
There is a short to battery voltage, short to ground, or
open in Green/Brown wire between crash sensor terminal No. 1 and
instrument gauge cluster indicator lights terminal B:3. See Fig. 14.
Fig. 14: Identifying Instrument Gauge Cluster Terminals

Corrective Action
1) Turn ignition switch to ON position. If SRS warning light
comes on with other instrument gauge cluster lights, go to step 2). If
SRS warning light does not come on, ensure bulb is okay. If bulb is
okay, go to step 4).
2) Turn ignition switch off. Disconnect crash sensor
connector under center console. Remove instrument panel cover to gain
access to combined instrument gauge cluster connector. Disconnect
combined instrument gauge cluster connector. See AIR BAG MODULE under
REMOVAL & INSTALLATION. Measure resistance in Green/Brown wire between
crash sensor connector terminal No. 1 and instrument gauge cluster
connector terminal B:3. See Fig. 14. Resistance should be zero ohms.
If resistance is infinity, Green/Brown wire has an open circuit.
3) Disconnect battery positive cable. Measure resistance
between instrument gauge cluster connector terminal B:3 (Green/Brown
wire) and battery positive cable. See Fig. 14. If resistance is
infinity, measure resistance between crash sensor terminal No. 1
(Green/Brown wire) and battery positive cable. See Fig. 15. Resistance
should be infinity. If either measured resistance is zero ohms, short
to battery voltage exists. Repair Green/Brown wire circuit. Clear
fault codes and perform SYSTEM OPERATION CHECK to verify repair and
recheck for fault codes.
Fig. 15: Identifying Crash Sensor Connector Terminals

4) Turn ignition switch off. Disconnect crash sensor

connector under center console. Remove instrument panel cover to gain
access to combined instrument gauge cluster connector. Disconnect
combined instrument gauge cluster connector. See AIR BAG MODULE under
REMOVAL & INSTALLATION. Measure resistance between instrument gauge
cluster connector terminal B:3 (Green/Brown wire) and ground. See
Fig. 14.
5) If resistance is infinity, measure resistance between
crash sensor terminal No. 1 (Green/Brown wire) and ground. Resistance
should be infinity. If either measured resistance is zero ohms, there
is a short to ground. Repair Green/Brown wire circuit.
6) Clear fault codes and perform SYSTEM OPERATION CHECK to
verify repair and recheck for fault codes. If fault code does not
clear, replace crash sensor. Clear fault codes and perform SYSTEM
OPERATION CHECK to verify repair and recheck for fault codes.
7) If fault code again does not clear, inspect instrument
gauge cluster circuit board and replace if defective. Clear fault
codes. Perform SYSTEM OPERATION CHECK to verify repair. Recheck for
fault codes.
WARNING: DO NOT attempt to measure resistance in any SRS wiring

harness or circuit with air bag module(s) and seat belt
tensioners connected. DO NOT attempt to measure resistance
directly on air bag modules or seat belt tensioners. Use of
an ohmmeter or other current-carrying measuring device may
cause deployment of air bags and/or seat belts tensioners.
FAULT CODE 2-1-1, 2-2-1, 2-3-1 Or 2-4-1

If OBD unit measures a resistance lower than is normal (1.8-
2.5 ohms) for air bag igniter(s) and seat belt tensioners, a fault
code will be set.
Fault Symptom
Fault Source
There is a short in SRS harness to air bag module(s) and/or
seat belt tensioners, connectors or igniter (igniter resistance is too
low).
Corrective Action
1) Turn ignition switch to OFF position. Disconnect battery
negative cable. Disconnect connector to suspect air bag module or seat
belt tensioner. Connect SRS Special Test Resistor (998 8695). See
Fig. 8. Clear fault codes. Try to retrieve fault codes. See SELF-
DIAGNOSTIC SYSTEM. If fault code does not display within 15 seconds,
replace suspect air bag module or belt tensioner. See REMOVAL &
INSTALLATION. If fault code does display, go to next step.
2) Disconnect test resistor and measure resistance between
suspect module or tensioner connector terminals. If resistance is high
(40,000 ohms), circuit is okay. If resistance is zero ohms, there is a
short in circuit to module or tensioner. Inspect wiring and connectors
between crash sensor and suspect module/tensioner and replace as
necessary. If fault code 2-1-1 is displayed, also inspect contact reel
for short. Ensure steering wheel module is disconnected. Clear fault
codes and perform SYSTEM OPERATION CHECK to verify repair and recheck
for fault codes.
FAULT CODE 2-1-2, 2-2-2, 2-3-2, Or 2-4-2

If OBD unit measures a resistance higher than is normal (1.8-
2.5 ohms) for air bag igniter(s) and seat belt tensioners, a fault
code will be set.
Fault Symptom
Fault Source
There is an open in SRS harness, connector or air bag module
or seat belt tensioner.
Corrective Action
1) Turn ignition off. Disconnect battery negative cable.
Disconnect connector to suspect air bag module or seat belt tensioner.
Connect SRS Special Test Resistor (998 8695). See Fig. 8. Clear
fault codes and try to retrieve fault codes. See SELF-DIAGNOSTIC
SYSTEM. If fault code does not display within 15 seconds, replace
suspect air bag module or belt tensioner. See REMOVAL & INSTALLATION.
If fault code does display, go to next step.
2) Carefully measure resistance between suspect
module/tensioner connector and corresponding terminal in crash sensor
connector. See WIRING DIAGRAMS. Resistance should be zero ohms. If
resistance is infinity, there is an open in wiring harness. Inspect
wiring and connectors between crash sensor and suspect
module/tensioner and replace as necessary. If fault code 2-1-2 is
displayed, also check contact reel for short. Ensure steering wheel
module is disconnected. Clear fault codes and perform SYSTEM OPERATION
CHECK to verify repair and recheck for fault codes.
FAULT CODE 2-1-3, 2-2-3, 2-3-3, Or 2-4-3

Fault code will be stored if a short to ground is detected.
Fault Symptom
Fault Source
Short to ground exists in wiring harness, connectors, module
or tensioners.
Corrective Action
1) Turn ignition to OFF position. Disconnect suspect
module/tensioner. Connect Special Test Resistor (998 8695). See
Fig. 8. Clear fault codes and try to retrieve fault codes. See SELF-
DIAGNOSTIC SYSTEM. If fault code does not display within 15
seconds, replace suspect air bag module or belt tensioner. See REMOVAL
& INSTALLATION. If fault code does display, go to next step.
2) Carefully measure resistance between suspect
module/tensioner connector and ground. If resistance is infinity,
wiring is not shorted to ground. If resistance is zero ohms, harness
is shorted to ground. Inspect wiring and connectors between crash
sensor and suspect module/tensioner. If fault code 2-1-3 is displayed,
also check contact reel for short. Ensure steering wheel module is
disconnected. Clear fault codes and perform SYSTEM OPERATION CHECK to
verify repair and recheck for fault codes.
FAULT CODE 2-1-4, 2-2-4, 2-3-4 Or 2-4-4

Fault code will be stored if a short to supply is detected.
Fault Symptom
Fault Source
Short to supply exists in wiring harness, connectors, module
or tensioners.
Corrective Action
1) Turn ignition off. Disconnect battery negative cable.
Disconnect connector to suspect module/tensioner. Connect SRS Special
Test Resistor (998 8695). See Fig. 8. Clear fault codes. Try to
retrieve fault codes. See SELF-DIAGNOSTIC SYSTEM. If fault code does
not display within 15 seconds, replace suspect air bag module or belt
tensioner. See REMOVAL & INSTALLATION. If fault code displays, go to
next step.
2) Disconnect battery positive cable. Connect ohmmeter
between suspect module/tensioner connector terminals (one at a time)
and battery positive cable. When connecting battery, turn ignition
switch to ON position. As ignition is turned on, measure resistance.
If resistance is infinity, no short is present. If resistance is zero
ohms, there is a short to supply.
3) Inspect wiring and connectors between crash sensor and
suspect module/tensioner. If fault code 2-1-4 is displayed, also check
contact reel for short. Ensure steering wheel module is disconnected.
Clear fault codes and perform SYSTEM OPERATION CHECK to verify repair
and recheck for fault codes.
SRS WARNING LIGHT PROBLEMS

NOTE: Some faults do not set codes. These faults must be located
by measurement, interpreting secondary fault codes and
eliminating other faults.
SRS WARNING LIGHT WILL NOT COME ON

Conditions For Fault
1) Normally SRS warning light should come on when ignition is
turned on. SRS warning light should go out after 10 seconds or when
engine starts. Incorporated into the instrument gauge cluster circuit
board is an indicating circuit that switches SRS warning light on and
off. Voltage supplied to indicating circuit is controlled by crash
sensor. When self-diagnostics are completed, crash sensor lowers
supply voltage from 8.5 volts to 1.5 volts, causing SRS light to go
out.
2) At this time voltage measured at alternator terminal "D+"
will be zero volts with ignition off or in position "I", 0.8-2 volts
with ignition in position "II", and greater than 8 volts when engine
is running.
Fault Symptom
SRS light does not come on when ignition is on, but flashes
when fault codes are displayed. Fault codes can be read on
OBD LED. SRS warning light does not come on.
Fault Source
Alternator (Red/White wire) terminal "D+" is shorted to
supply. Defective SRS light. Incorrect voltage in instrument gauge
cluster. Circuit between crash sensor and instrument gauge cluster is
shorted to ground. This will set fault code 1-2-7. See FAULT CODE
TESTING. Crash sensor SRS light output defective. This will set fault
codes 1-1-2 or 1-2-7. See FAULT CODE TESTING.
Corrective Action
1) Check circuit between alternator (Red/White wire) terminal
"D+" and crash sensor connector terminal No. 19 for a short to battery
voltage. Measure voltage between crash sensor connector terminal No.
19 and ground. See
Fig. 15. If voltage is less than 2 volts, short does not exist. If
voltage is greater than 8 volts, SRS light circuit is shorted to
battery voltage. Repair as necessary, clear fault codes and perform
SYSTEM OPERATION CHECK to verify repair and recheck for fault codes.
2) If fault code 1-1-2 is displayed, replace crash sensor,
see FAULT CODE TESTING. Clear fault codes and perform SYSTEM OPERATION
CHECK to verify repair and recheck for fault codes. If fault code 1-2-
7 is displayed, see FAULT CODE TESTING. If fault code 1-1-1 is
displayed, remove instrument panel cover, raise instrument gauge
cluster and replace SRS warning light bulb. If SRS warning light bulb
still not come on, replace printed circuit board in instrument gauge
cluster. Clear fault codes and perform SYSTEM OPERATION CHECK to
verify repair and recheck for fault codes.
SRS WARNING LIGHT COMES ON, BUT FAULT CODE(S) DO NOT DISPLAY
None.
Fault Symptom
SRS warning light comes on, but only fault code 1-1-1 is
displayed.
Fault Source
Open or short to ground in circuit between alternator
terminal "D+" and crash sensor terminal No. 19. High/low supply
voltage. Instrument gauge cluster fault. Open in circuit between crash
sensor and instrument gauge cluster.
Corrective Action
1) Disconnect crash sensor connector. Start engine. Check
circuit from alternator terminal "D+" to terminal No. 19 at crash
sensor for an open or short. See Fig. 15. Ensure voltage is greater
than 8 volts. If voltage is less than 8 volts, repair short or open in
circuit. If voltage is greater than 8 volts, go to next step.
2) Start engine and measure voltage at terminal No. 15 of
crash sensor connector. See Fig. 15. If voltage is greater than 9
volts, go to next step. If voltage is less than 9 volts, replace SRS
warning light circuit in instrument gauge cluster. If voltage does not
increase to greater than 9 volts after circuit replacement, replace
crash sensor.
3) After repairs and/or component replacement, clear fault
codes and perform SYSTEM OPERATION CHECK to verify repair and recheck
for fault codes.
ON-BOARD DIAGNOSTIC UNIT PROBLEMS
LED DOES NOT COME ON

None.
Fault Symptom
LED on diagnostic unit does not come on.
Fault Source
Defective LED. No power supply to diagnostic unit. Diagnostic
unit not grounded.
Corrective Action
1) Connect test lead from diagnostic unit side "A" to side
"B" socket No. 5. See Fig. 13. Turn ignition switch to ON position.
When test button on side "A" is depressed, LED should come on. If LED
does not come on, go to next step and check power supply.
2) Turn ignition switch to ON position. Disconnect connector
from underside of diagnostic unit side "A". Measure voltage between
socket No. 4 and ground. If battery voltage is present, go to next
step and check ground connection. If battery voltage is not present,
check fuse No. 33 and associated wiring for an open circuit.
3) Turn ignition switch to OFF position. With diagnostic unit
side "A" connector disconnected, measure resistance between socket No.
8 and ground. If resistance is zero ohms, replace diagnostic unit and
repeat test. If resistance is greater than zero ohms, inspect ground
terminal and circuit for an open.
LED COMES ON, BUT NO CODES ARE DISPLAYED

Fault code 1-1-1 does not display indicating that no fault
has been detected.
Fault Symptom
None.
Fault Source
Open or short between diagnostic unit test lead and crash
sensor connector terminal No. 29. See Fig. 15. Crash sensor internal
fault.
Corrective Action
Turn ignition switch to ON position. Disconnect diagnostic
unit test lead from side "B" socket No. B5. See Fig. 13. Measure
voltage between socket No. B5 and ground. If voltage is approximately
10 volts, replace diagnostic unit. If voltage is not approximately 10
volts, inspect circuit between crash sensor connector No. 29 and
diagnostic unit side "B" socket No. B5 for an open or short to ground.

Seat Rail-To-Floor Bolts ......................... 35 (48)

Seat Belt Tensioner Mounting Bolts ............... 35 (48)
Seat Rails-To-Floor Bolts ........................ 35 (48)
Steering Wheel Bolt .............................. 24 (33)
INCH Lbs. (N.m)
Driver-Side Air Bag Module ....................... 89 (10)

Crash Sensor Bracket Bolts ....................... 96 (11)
Knee Bolster Bolts ................................ 62 (7)
Passenger-Side Air Bag Module
Hexagon Nuts ..................................... 53 (6)
Torx Screws ...................................... 27 (3)
POST-COLLISION AIR BAG SAFETY INSPECTION

POST-COLLISION AIR BAG SAFETY INSPECTION TABLE

Replace After Deployment * Air Bag Module(s)
* Contact Reel
* Initiation Wiring To Passenger
Module
* Seat Belt Units
* Sensor Module (1)
* Steering Wheel
* SIPS (Sensor Module, Ignition

Circuit & Bag Module)

Inspect & If Damaged, * Dashboard & Frame
Replace Component * Dashboard Speakers
(Even If Air Bag Did * Knee Bolsters & Brackets
Not Deploy) * Panels Under Dashboard
* Windshield & Moulding

Comments * DO NOT attempt SRS wiring repairs.
* Visually inspect SIPS & seats in
event of minor collisions without
deployment.

(1) - Replace if fault code cannot
be erased or if there is
damage in the area of the

Sensor Module.
WIRING DIAGRAMS
Fig. 16: Air Bag System Wiring Diagram
ALTERNATOR & REGULATOR
1995 Volvo 850
1995-96 STARTING & CHARGING SYSTEMS

Volvo Alternators & Regulators
850
NOTE: Some Volvos are equipped with a Nippondenso generator.

Testing information on these generators is not available
from the manufacturer.
DESCRIPTION
Bosch generators are a conventional 3-phase, self-rectifying
type. Bosch 55-amp through 75-amp generators have 3 positive and 3
negative diodes connected to stator windings to rectify current. Bosch
80-amp through 120 amp generators have 14 diodes. All generators use 3
exciter diodes connected to stator windings. These diodes turn off the
generator indicator light and supply power to voltage regulator while
engine is running. Voltage regulator is transistorized.
ADJUSTMENTS
No adjustments or maintenance is required on generator or
voltage regulator.
TROUBLE SHOOTING
NOTE: See TROUBLE SHOOTING - BASIC PROCEDURES article in GENERAL
INFORMATION.
ON-VEHICLE TESTING
WIRING CONTINUITY TEST

1) Connect a voltmeter between generator B+ terminal and
ground. Voltmeter should indicate battery voltage. If battery voltage
is not indicated, check wiring between generator and battery.
2) Turn ignition on and ensure generator indicator light
comes on. If light does not come on, check wiring between generator
and warning light.
VOLTAGE DROP TEST - POSITIVE SIDE

1) Connect a voltmeter between positive battery terminal and
generator B+ terminal. Start engine and run at 2000 RPM. Turn on
headlights, rear window defogger and heater blower.
2) If voltage drop is more than .2 volt, check circuit
between generator B+ terminal and starter for corroded or loose
connections. Also, check circuit between starter and battery positive
terminal.
VOLTAGE DROP TEST - GROUND SIDE

1) Connect a voltmeter between negative battery terminal and
generator housing. Start engine, and run it at 2000 RPM. Turn on
headlights, rear window defogger and heater blower.
2) If voltage drop is more than .2 volt, check battery
terminals, chassis grounds and engine grounds for corroded or loose
connections.
OUTPUT TEST
1) Ensure connections at battery, generator, and starter are
clean and tight. Ensure generator, engine and body are properly
grounded. Ensure generator drive belt is tight and in good condition.
2) Connect ammeter following manufacturer’s instructions.
Connect voltmeter leads to battery terminals. Run engine to 2000 RPM.
Adjust carbon pile on tester until voltmeter reads 12 volts. Generator
output should be 49-55 amps. (55-amp generator), 63-70 amps (70-amp
generator), 31-80 amps (80-amp generator), 81-90 amps (90-amp
generator). If generator output is low, replace generator.
OVERHAUL
NOTE: Use illustration for exploded view of Bosch generator.
Illustration of Nippondenso generator is not available from
manufacturer. See Fig. 1.
Fig. 1: Exploded View Of Bosch Generator (Typical)

GENERATOR SPECIFICATIONS
GENERATOR SPECIFICATIONS (BOSCH)

Part No. Amps
0 120 213 007 ........................................ 100

0 120 411 577 ......................................... 80
0 120 465 006 ........................................ 120
0 120 465 012 ........................................ 100
0 120 465 018 ........................................ 100
0 120 468 010 ........................................ 100
0 120 468 016 ........................................ 100
0 120 469 787 ......................................... 80
0 120 469 789 ......................................... 80
0 120 469 793 ......................................... 80
0 120 469 935 ......................................... 80
0 120 469 993 ......................................... 80
0 120 469 995 ......................................... 80
0 120 469 997 ......................................... 80
0 120 488 131 ......................................... 55
0 120 488 230 ......................................... 65
0 120 488 231 ......................................... 65
0 120 488 260 ......................................... 55
0 120 488 262 ......................................... 65
0 120 510 348 ........................................ 120
0 120 510 423 ........................................ 100
0 120 545 002 ........................................ 100
0 123 213 006 ........................................ 100
0 123 310 017 ......................................... 80
0 123 310 030 ......................................... 80
0 123 500 004 ........................................ 100
0 123 545 001 ........................................ 100
0 123 545 003 ........................................ 120

GENERATOR SPECIFICATIONS (NIPPONDENSO)

Part No. Amps
100 211-8370 .......................................... 80

100 211-8620 ......................................... 100
100 211-8630 ......................................... 100
100 211-8960 .......................................... 80
WIRING DIAGRAMS
Fig. 2: Charging System Wiring Diagram (1995-96)
ANTI-LOCK BRAKE SYSTEM & TRACTION CONTROL
1995 Volvo 850
1995 BRAKES
Volvo - Anti-Lock & Traction Control Systems
850

CAUTION: See ANTI-LOCK BRAKE SAFETY PRECAUTIONS article in the GENERAL
INFORMATION section.
SYSTEM DESCRIPTION
When ignition is turned on, control module activates warning
indicators on instrument panel and performs an initial diagnostic test
which ensures there are no internal faults in control module. At same
time, main relay portion of combination relay is activated so
hydraulic modulator valves are supplied with power. See Fig. 1.
Control module then checks operation of valves by activating them in
sequence.
If no fault is detected, warning indicators go out about 2
seconds after engine is started. When vehicle is driven, control
module checks that it is receiving signals from wheel sensors. At 20
MPH, it checks that hydraulic pump is operating by activating pump
relay so pump is started. This is confirmed by a signal from rotation
sensor. In addition to the initial diagnostic tests, control module
continuously checks that all signals and components are operating, and
there are no internal faults in control module.
ABS SYSTEM
As vehicle is driven, control module monitors wheel speeds by
computing their acceleration and deceleration. During braking, signal
from brake light puts control module into standby mode. If any wheels
start to lock, control module activates hydraulic modulator which
adjusts hydraulic pressure.
Control module also receives a brake pedal position signal
from pedal sensor (in master cylinder) during braking. This
information is used to control hydraulic modulator so it does not
affect brake pedal position. See Fig. 2.
TRACS SYSTEM
TRACS is an optional traction control system that operates in
conjunction with ABS system. If vehicle speed is less than 25 MPH and
one of the drive wheels starts to slip, control module starts pump in
hydraulic modulator, which pumps brake fluid to brake caliper of wheel
that is slipping, applying braking force so both drive wheels have
same speed. If brake is applied, brake light contact closes at same
time as pressure switch breaks a circuit to control module. TRACS
control stops and system goes into ABS control standby mode.
Because TRACS system is intended as an assist to starting on
slippery surfaces, it is most effective at speeds less than 15 MPH,
and less so between 15-25 MPH. TRACS is completely disengaged at
speeds greater than 25 MPH. Hydraulic pump is in continuous operation
while TRACS is engaged.
NOTE: For more information on brakes, see BRAKE SYSTEM article in
the BRAKES section.
Fig. 1: Locating Hydraulic Modulator Components

Fig. 2: Locating ABS Components
BLEEDING BRAKE SYSTEM

NOTE: If system has been completely or partially drained of brake
fluid, system must be pressure-bled. If only, for example, a
brake caliper has been replaced or overhauled, following
manual procedure should be satisfactory. Use only DOT 4
grade brake fluid.
1) Fill brake fluid reservoir to MAX level. Connect hose to

bleed screw on either rear wheel. Submerge hose in bottle containing
clean brake fluid. Hose must be below brake fluid surface.
2) Open bleed screw. Have an assistant slowly pump brake
pedal 5 times, holding pedal down on last depression stroke. No air
bubbles should be visible after last stroke. Close bleed screw.
3) Check brake fluid level after each open-and-close cycle of
bleed screw. Bleed remaining wheels in the following order: other rear
wheel, right front, and left front.
ADJUSTMENTS
NOTE: For adjustment information, see BRAKE SYSTEM article in the
BRAKES section.
TROUBLE SHOOTING
ABS WARNING LIGHT

ABS warning light on instrument cluster should go out after
starting engine, indicating system is okay. Individual components can
be tested with appropriate test equipment. See DIAGNOSIS & TESTING.
DIAGNOSIS & TESTING
PRE-DIAGNOSIS INSPECTION
Perform a comprehensive visual inspection of system
components before testing ABS system to isolate simple failures.
Repair as necessary
SELF-DIAGNOSIS
Entering Self-Diagnosis
1) Diagnosis is carried out and Diagnostic Trouble Codes
(DTCs) are accessed using diagnostic units in right front section of
engine compartment. See Fig. 2. ABS/TRACS DTCs can be read manually
through position No. 3 in diagnostic unit "A", and interpreted using
diagnostic ABS/TRACS DTCs table.
2) Two diagnostic units are located in engine compartment.
Diagnostic unit "A" has a Black housing. Diagnostic unit "B" has a
Gray housing. Both diagnostic units have Black covers. Diagnostic unit
"A" contains a diagnostic lead, LED, button for selecting different
test functions, and 6 position sockets. Diagnostic unit "B" contains 6
position sockets only. To access DTCs, connect diagnostic lead to
socket position No. 3 on diagnostic unit "A". Turn ignition on.
3) Each test function can be activated by pressing button on
diagnostic unit "A" same number of times as test function
identification number. DTCs are displayed in order of priority. Most
serious DTCs are displayed first. If memory is full, DTC with lowest
priority will be overwritten if a new DTC is added.
4) DTCs are displayed as a combination of 3 digits. Each
digit corresponds to number of flashes. In addition, 3 digit DTCs can
be entered into system to change output parameters. DTCs should be
entered with short (one second) and precise pressure on button. Wait
until LED is lit steadily, enter first digit, wait until LED lights
steady, enter second digit, again wait until LED lights steady, and
enter third digit.
Test Mode No. 1 (Reading DTCs)

1) Turn ignition on. Select socket No. 3 on diagnostic unit
"A". Press button once. System is now in test mode No. 1.
2) Count number of times LED flashes and write down DTC.
Pressing button again will indicate if there are any further DTCs
stored. When DTC which was displayed first is displayed again, there
are no further DTCs. Repair any faults and erase DTCs.
Using Test Box (981 3190)

Many diagnostic procedures require voltage and resistance
checks at control module connector. Use test box connected between
control module and control module connector for these
voltage/resistance checks. See Fig. 3. Control module is located on
left side of engine compartment, next to hydraulic modulator. Do not
directly probe control module connector.
Fig. 3: Connecting Test Box (981 3190) To Control Module

Erasing DTCs
1) Ensure all stored DTCs have been read. DTCs cannot be
erased until all DTCs have been read once and first DTC has
reappeared.
2) Depress diagnostic button for at least 5 seconds, then
release. See Fig. 2. Three seconds after button is released LED will
light. While LED is lit press button again. Hold button down for at
least 5 seconds and then release. LED will go out. Turn ignition off.
3) To ensure DTC is erased, turn ignition on. Press button
briefly but firmly. If DTC 1-1-1 is displayed, DTCs have been erased.
If DTCs have not been erased, repeat procedure.
Exiting Self-Diagnosis
After DTCs are deleted and DTC 1-1-1 has been displayed,
drive vehicle at least 25 MPH. ABS warning light should go out. If
light does not go out, ensure no new DTCs have been set.
Test Mode No. 4 (Activation)

1) Test mode No. 4 is used to reset information which lights
service reminder indicator. This mode is also used to change rate of
transfer.
2) Turn ignition on. Put diagnostic lead in socket No. 3 on
diagnostic unit "A". See Fig. 2. Press button 4 times. System is now
in test mode No. 4. When LED lights steady DTCs can be entered into
system. Enter first digit while LED is lit. Wait until LED is lit
steadily again before entering second digit. Repeat procedure for
third digit. Enter DTC 3-1-1 (normal rate), 3-1-2 (x2 rate), or 3-1-3
(x10 rate). Wait for confirmation from control module. LED will flash
rapidly several times.
NOTE: Normal rate is recommended for manual diagnosis.
ABS/TRACS FUNCTION CHECK

1) Turn ignition on. If ABS and TRACS warning lights come on
for at least one second, go to next step. If ABS and TRACS warning
lights do not come on for at least one second, go to ABS WARNING
INDICATOR DOES NOT LIGHT or TRACS WARNING INDICATOR DOES NOT LIGHT
under DIAGNOSIS & TESTING.
2) Wait 3 seconds. If ABS and TRACS warning lights go out, go
to next step. If ABS and TRACS warning lights do not go out, check for
DTCs. Go to TEST MODE NO. 1 (READING DTCs) under SELF-DIAGNOSIS. If
DTCs cannot be read or are not displayed, go to ABS WARNING INDICATOR
LIGHTS, NO DTC DISPLAYED or TRACS WARNING INDICATOR LIGHTS, NO DTC
DISPLAYED under DIAGNOSIS & TESTING. If DTCs are present, go to
ABS/TRACS DTCs table. Always begin diagnosis with highest DTC.
3) Check for DTCs. If DTCs cannot be read, go to
DTCS CANNOT BE READ under DIAGNOSIS & TESTING. If no DTCs are
displayed, test drive vehicle and note symptoms. Go to
TEST DRIVING VEHICLE, then go to step 4). If DTCs are displayed, go to
CHECKING INTERMITTENT FAULTS to determine probable cause of fault.
Record, then erase DTCs. Test drive vehicle and note any other
symptoms. Go to TEST DRIVING VEHICLE, then go to step 4).
4) If ABS and/or TRACS warning indicator lights during test
drive, check for DTCs. If no DTCs are present, check if ABS or TRACS
warning light circuit has been grounded.
5) If ABS and/or TRACS warning light does not light during
test drive, check if any other symptoms of a faulty ABS or TRACS
system are present. If symptoms are present, go to POOR BRAKING, BOTH
FRONT WHEELS ARE COMPLETELY OR PARTIALLY LOCKED or NO TRACS FUNCTION
under DIAGNOSIS & TESTING. If symptoms are not present, no faults are
present, or problems or symptoms are intermittent.
TEST DRIVING VEHICLE

WARNING: Brake problems may make vehicle difficult to drive. Ensure
test drive takes place in a safe area.
1) Erase any DTCs (if present). Turn ignition off. Start

engine and check ABS or TRACS warning indicator light. If warning
light is on, do not drive vehicle.
2) Drive vehicle at least 25 MPH to exit diagnostic mode.
Brake to a stop several times from a reasonable speed on a smooth, dry
surface. Listen for unusual noises (clicking or popping) or if vehicle
handles abnormally (pulls to one side, brake pedal feels unusual). If
ABS warning light comes on, stop vehicle and record any DTCs. Make a
note of conditions under which ABS warning light comes on.
CHECKING INTERMITTENT FAULTS

Initial Check
1) Read, record, and erase any ABS/TRACS DTCs. See TEST MODE
NO. 1 (READING DTCs) under SELF-DIAGNOSIS. Test drive vehicle in an
attempt to repeat conditions during which fault appears. Go to
TEST DRIVING VEHICLE. After test drive, stop vehicle and check for
DTCs. If DTCs are present, go to ABS/TRACS DTCs table to determine
which circuit may be faulty.
2) If no DTCs are present, go to DIAGNOSIS & TESTING and
diagnose problem by symptom. If fault DTC does not appear during test
drive, a good description of how vehicle behaved at time of fault can
possibly help in locating most likely cause of problem. Go to
DIAGNOSIS & TESTING and diagnose problem by symptom.
Wiring Or Connector Faults

1) Check for poor contact between connectors or wiring. Most
faults in ABS system disengage system entirely when vehicle is driven,
even if fault disappears before ignition is turned off. With some
intermittent faults, however, ABS function may return if fault
disappears before ignition is turned off.
2) If system voltage is low, control module will light
ABS/TRACS warning indicator. Indicator will remain lit until system
voltage returns to normal. When system voltage to control module is
correct, system returns to normal function.
3) If there is complete power loss to control module or
hydraulic modulator, ABS/TRACS warning indicator lights temporarily.
Affected circuits are the main relay, pump motor relay, fuses and
related wiring.
ABS/TRACS DTCs TABLE

DTC Probable Fault

1-1-1 No Faults Detected

1-2-1 Left Front Wheel Sensor,
Circuit Fault At Speeds Less Than 25 MPH

1-2-2 Right Front Wheel Sensor,

1-2-3 Left Rear Wheel Sensor,

1-2-4 Right Rear Wheel Sensor,

1-4-1 Faulty Pedal Sensor, Short To Ground Or Voltage

1-4-2 Faulty Brake Light Switch, Open Or Short Circuit

1-4-3 Control Module Fault

1-4-4 Brake Discs Overheated

2-1-1 Left Front Wheel Sensor, Signal Absent When Moving Off

2-1-2 Right Front Wheel Sensor, Signal Absent When Moving Off

2-1-3 Left Rear Wheel Sensor, Signal Absent When Moving Off

2-1-4 Right Rear Wheel Sensor, Signal Absent When Moving Off

2-2-1 Left Front Wheel Sensor, Signal Absent In ABS Function

2-2-2 Right Front Wheel Sensor, Signal Absent In ABS Function

2-2-3 Left Rear Wheel Sensor, Signal Absent In ABS Function

2-2-4 Right Rear Wheel Sensor, Signal Absent In ABS Function

3-1-1 Left Front Wheel Sensor, Open Or Short Circuit

3-1-2 Right Front Wheel Sensor, Open Or Short Circuit

3-1-3 Left Rear Wheel Sensor, Open Or Short Circuit

3-1-4 Right Rear Wheel Sensor, Open Or Short Circuit

3-2-1 Left Front Wheel Sensor,
Intermittent Disturbance At Speeds Greater Than 25 MPH

3-2-2 Right Front Wheel Sensor,

3-2-3 Left Rear Wheel Sensor,

3-2-4 Right Rear Wheel Sensor,

4-1-1 Left Front Wheel Inlet Valve, Open Or Short Circuit

4-1-2 Left Front Wheel Return Valve, Open Or Short Circuit

4-1-3 Right Front Wheel Inlet Valve, Open Or Short Circuit

4-1-4 Right Front Wheel Return Valve, Open Or Short Circuit

4-2-1 Rear Wheel Circuit Inlet Valve, Open Or Short Circuit

4-2-2 Rear Wheel Circuit Return Valve, Open Or Short Circuit

4-2-3 TRACS Valve, Open Or Short Circuit

4-2-4 TRACS Pressure Switch, Faulty Or Short Circuit

4-4-1 Control Module Fault

4-4-2 Pump Pressure Too Low

4-4-3 Pump Motor, Electrical Or Mechanical Fault

4-4-4 No Supply To Hydraulic Unit Valves

DTC 1-2, 2-1, 2-2, 3-1, 3-2: WHEEL SENSOR FAULT

WHEEL SENSOR FAULT IDENTIFICATION TABLE ( 1)

DTC Wheel Sensor Fault
1-2-1, 2-1-1, 2-2-1, 3-1-1, 3-2-1 ............. Left Front

1-2-2, 2-1-2, 2-2-2, 3-1-2, 3-2-2 ............ Right Front
1-2-3, 2-1-3, 2-2-3, 3-1-3, 3-2-3 .............. Left Rear
1-2-4, 2-1-4, 2-2-4, 3-1-4, 3-2-4 ............. Right Rear
(1) - See also ABS/TRACS DTCs table.

1) DTCs 1-2-1, 1-2-2, 1-2-3, or 1-2-4 are set when control

module detects electromagnetic interference or excessive oscillation
in a wheel sensor circuit at speeds lower than 25 MPH. Cause of
interference can be electrical motor and ignition circuits or circuits
temporarily shorted or broken.
2) DTCs 2-1-1, 2-1-2, 2-1-3, 2-1-4, 2-2-1, 2-2-2, 2-2-3, or
2-2-4 are set when control module detects there is no signal from a
wheel sensor circuit, but finds circuit is intact. DTCs 3-1-1, 3-1-2,
3-1-3, or 3-1-4 are set when control module detects a wheel sensor
circuit is broken or shorted.
3) DTCs 3-2-1, 3-2-2, 3-2-3, or 3-2-4 are set when control
module detects electromagnetic interference or excessive oscillation
in a wheel sensor circuit at speeds exceeding 25 MPH. Cause for
interference can be electrical motor and ignition circuits.
4) Turn ignition off. Disconnect negative battery cable.
Disconnect control module electrical connector. Connect Adapter (981
3196) to control module connector. Connect Test Box (981 3190) to
adapter. See Fig. 3. Reconnect negative battery cable.
5) Check suspect wheel sensor circuits. Connect an ohmmeter
between test box terminals No. 48 and 30 (left front), No. 47 and 29
(right front), No. 46 and 28 (left rear), or No. 45 and 27 (right
rear). If ohmmeter indicates 1040-1160 ohms, go to next step. If
ohmmeter does not indicate 1040-1160 ohms, go to step 8).
6) Check resistance between suspect sensor input terminal and
ground. Connect an ohmmeter between test box terminal No. 48 and
ground (left front), No. 47 and ground (right front), No. 46 and
ground (left rear), or No. 45 and ground (right rear). If ohmmeter
indicates no continuity, go to next step. If ohmmeter indicates
continuity exists, go to step 9).
7) Connect a voltmeter and measure AC voltage between suspect
wheel sensor terminals while turning wheel by hand. Connect voltmeter
between test box terminals No. 48 and 30 (left front), No. 47 and 29
(right front), No. 46 and 28 (left rear), and No. 45 and 27 (right
rear). If voltmeter indicates .05-.9 volt, go to step 10). If
voltmeter does not indicate .05-.9 volt, check pulse wheel and sensor
for excess dirt or damage. If pulse wheel is okay, replace wheel
sensor.
8) If ohmmeter did not indicate 1040-1160 ohms in step 5),
raise vehicle. Remove wheel so suspect sensor can be easily accessed.
Clean area around sensor connector, then disconnect connector. Ensure
all dirt on sensor and pulse wheel is removed before lowering vehicle.
Connect an ohmmeter between sensor terminals. If ohmmeter indicates
1040-1160 ohms, check wiring for an open circuit. If ohmmeter does not
indicate 1040-1160 ohms, replace wheel sensor.
9) If ohmmeter indicated continuity in step 6), raise
vehicle. Remove wheel so suspect sensor can be easily accessed. Clean
area around sensor connector, then disconnect connector. Ensure all
dirt on sensor and pulse wheel is removed before lowering vehicle.
Connect an ohmmeter between sensor terminal No. 1 and ground. See
Fig. 4. If ohmmeter indicates no continuity, check wiring for a short
circuit. If ohmmeter indicates continuity, replace wheel sensor.
10) Connect ohmmeter between control module housing and
ground, then between test box terminal No. 1 and ground. Ohmmeter
should indicate continuity in both cases. If continuity is not
present, check that sensor wiring is not too close to sources of
interference, wiring is not loose, or pulse wheel is not damaged. If
no problems are found, replace control module.
DTC 1-4-1: FAULTY PEDAL SENSOR, SHORT TO GROUND OR VOLTAGE

1) Connect test box to control module. See Fig. 3. Check
pedal sensor circuit by connecting jumper wires between test box
terminals No. 1, 2, 21, 34, and 36. Connect an ohmmeter between test
box terminals No. 16 and 41. Ohmmeter should indicate about 249 ohms.
2) Turn ignition on. Depress brake pedal as far as possible
and hold in place. Turn ignition off. Slowly release brake pedal while
at same time taking readings from ohmmeter. It should be possible to
observe 7 distinct resistance readings. See BRAKE PEDAL RESISTANCE
READINGS table.
BRAKE PEDAL RESISTANCE READINGS TABLE

Position Ohms
7 (Pedal Fully Depressed) ....................... Infinite

6 ................................................... 1032
5 .................................................... 817
4 (Pedal Midway) ..................................... 690
3 .................................................... 563
2 .................................................... 436
1 (Pedal Fully Released) ............................. 249
3) If one resistance reading is incorrect, check wiring for

short circuits. If wiring is okay, replace pedal sensor. Compare color
of pedal sensor spacer sleeve with power brake booster color code. If
all resistance readings are correct, replace control module.
DTC 1-4-2: FAULTY BRAKE LIGHT SWITCH, OPEN OR SHORT CIRCUIT

1) Check if brakelight works. If brakelight does not work,
check bulb and wiring as necessary. If brakelight works, connect test
box to control unit. See Fig. 3. Connect voltmeter between test box
terminals No. 32 and 1. Depress brake pedal. If voltmeter indicates
battery voltage, erase DTC and test drive vehicle. See
TEST DRIVING VEHICLE under DIAGNOSIS & TESTING. If DTC occurs again,
replace control module. If voltmeter does not indicate battery
voltage, go to next step and check if circuit is open or shorted.
2) Remove 2 wires (Red and Yellow wires) from brakelight
switch. Connect voltmeter between Red wire and ground. If battery
voltage is present, go to next step. If battery voltage is not
present, check wiring or fuse for an open circuit.
3) Connect a jumper wire between Red and Yellow wires. If
brakelight lights, ensure brakelight switch is adjusted correctly. If
switch is adjusted correctly, replace switch. If brakelight does not
light, ensure wiring to brakelight bulbs is okay.
DTC 1-4-4: BRAKE DISCS OVERHEATED

1) DTC 1-4-4 is set when control module detects TRACS system
has been used to such an extent that there is risk of brake
overheating. In this instance, TRACS system is automatically
disengaged and TRACS warning indicator lights. When control module
calculates that brake temperature is normal again, TRACS function is
engaged and warning light goes out.
2) If this DTC is set, perform a visual inspection of front
wheel brakes to ensure no overheating damage has occurred. Erase DTC.
DTC 4-1-1, 4-1-2, 4-1-3, 4-1-4, 4-2-1, 4-2-2, 4-2-3: INLET,

RETURN OR TRACS VALVE
VALVE CIRCUIT FAULT IDENTIFICATION TABLE ( 1)

DTC Fault Description
4-1-1 ...................... Inlet Valve, Left Front Wheel

4-1-2 ..................... Return Valve, Left Front Wheel
4-1-3 ..................... Inlet Valve, Right Front wheel
4-1-4 .................... Return Valve, Right Front Wheel
4-2-1 .................... Inlet Valve, Rear Wheel Circuit
4-2-2 ................... Return Valve, Rear Wheel Circuit
4-2-3 ........................................ TRACS Valve
(1) - See also ABS/TRACS DTCs table.

1) These DTCs are set when control module detects a broken or

shorted valve circuit. Connect test box to control module. See Fig. 3.
Connect ohmmeter between test box terminal No. 3 and suspect in let
valve test box terminal No. 20 (left front), No. 38 (right front), No.
54 (rear), or No. 37 (TRACS valve). Resistance should be 6-8 ohms.
2) Connect ohmmeter between test box terminal 3 and suspect
return valve test box terminal No. 2 (left front), No. 21 (right
front), or No. 36 (rear). Resistance should be 3-5 ohms. If all
resistance readings are to specification, go to next step. If
resistance readings are not to specification, check for open circuit
in wiring. If wiring is okay, replace hydraulic modulator.
3) Disconnect combination relay 15-pin connector located next
to hydraulic modulator. See Fig. 4. Connect ohmmeter between test box
terminal No. 1 and suspect inlet valve test box terminal No. 20 (left
front), No. 38 (right front), or No. 54 (rear), then connect ohmmeter
between test box terminal No. 1 and suspect return valve text box
terminal No. 2 (left front), No. 21 (right front), or No. 36 (rear).
Fig. 4: Identifying ABS Connector Terminals

4) If ohmmeter indicates no continuity, replace control

module. If ohmmeter indicates continuity, check wiring for a short to
ground or voltage. If wiring is okay, replace hydraulic modulator.
DTC 4-2-4: TRACS PRESSURE SWITCH, OPEN OR SHORT CIRCUIT

1) This DTC is set when control module senses pressure switch
has been shorted or grounded. Connect test box to control module. See
Fig. 3. Check pressure switch by connecting an ohmmeter between test
box terminals No. 13 and 26. Ohmmeter should indicate zero ohms.
Connect ohmmeter between test box terminal No. 26 and ground. Ohmmeter
should indicate no continuity.
2) If any reading is incorrect, check if wiring is broken or
shorted. If wiring is okay, replace hydraulic modulator. If readings
are correct, go to next step.
3) Connect an ohmmeter between test box terminals No. 13 and
26. Depress brake pedal. If ohmmeter indicates no continuity, ensure
brakelight contact is operating. If brakelight contact is okay, erase
DTC and test drive vehicle. See TEST DRIVING VEHICLE under DIAGNOSIS &
TESTING. If DTC reoccurs, replace control module. If ohmmeter
indicates continuity, check wiring for a short circuit. If a short
circuit is not present, replace hydraulic modulator.
DTC 4-4-1: CONTROL MODULE FAULT

1) Control module is fitted with dual microprocessors. To
compare results, microprocessors carry out all calculations in
parallel. DTC sets when control module detects that calculations do
not correspond with each other.
2) Connect test box to control module. See Fig. 3. Check
control module by connecting an ohmmeter between control module
housing and ground, then between test box terminal No. 1 and ground.
3) If ohmmeter indicates continuity in both cases, ensure
wheel sensor wiring is not too close to sources of interference
(electric motors, phone connections, etc.). If wheel sensor wiring is
okay, erase DTC and test drive vehicle. See TEST DRIVING VEHICLE under
DIAGNOSIS & TESTING. If DTC reoccurs, replace control module. If
ohmmeter indicates an open circuit in both cases, replace control
module.
DTC 4-4-3: PUMP MOTOR, ELECTRICAL OR MECHANICAL FAULT

1) DTC 4-4-3 is set when control module activates pump motor
and detects that voltage between terminals No. 39 and 49 is not at
least 500 millivolts AC. Disconnect combination relay 15-pin connector
located next to hydraulic modulator. See Fig. 4.
2) Connect voltmeter between relay connector terminal No. 15
and ground. If battery voltage is present, go to next step. If battery
voltage is not present, check for an open circuit in fuse or wiring.
3) Connect voltmeter between relay connector terminals No. 2
and 15. If battery voltage is present, go to next step. If battery
voltage is not present, check wiring to ground for an open or short
circuit.
4) Disconnect combination relay 4-pin connector located next
to hydraulic modulator. Connect an ohmmeter between relay connector
terminals No. 2 and 4. See Fig. 4. Ohmmeter should indicate 10-40
ohms. Connect ohmmeter between 4-pin connector terminal No. 2 and
ground. Ohmmeter should indicate no continuity. If one reading is
incorrect, replace hydraulic modulator. If both readings are correct,
go to next step.
5) Connect jumper wire between 15-pin connector terminal No.
2 and 4-pin connector terminal No. 3. Connect another jumper wire
between 15-pin connector terminal No. 15 and 4-pin connector terminal
No. 1. If pump motor operates, leave jumper wires in place and go to
next step. If pump motor does not operate, replace hydraulic
modulator.
6) Connect voltmeter between 4-pin connector terminals No. 4
and 2. Voltmeter should read greater than .5 volts AC while pump motor
is running. Remove jumper wires. If voltage was to specification, go
to next step. If voltage was not to specification, replace hydraulic
modulator.
7) Connect an ohmmeter between 4-pin relay connector terminal
No. 1 and 15-pin relay connector terminal No. 15. Ohmmeter should
indicate no continuity. Connect ohmmeter between 4-pin relay connector
terminal No. 3 and 15-pin relay connector terminal No. 2. Ohmmeter
should indicate zero ohms. Connect ohmmeter between 4-pin relay
connector terminal No. 2 and 15-pin relay connector terminal No. 8.
Ohmmeter should indicate zero ohms.
8) Connect ohmmeter between 4-pin relay connector terminal
No. 4 and 15-pin relay connector terminal No. 7. Ohmmeter should
indicate zero ohms. Connect ohmmeter between 15-pin connector
terminals No. 10 and 13. Ohmmeter should indicate 45-90 ohms.
9) If any resistance readings are not to specification,
replace combination relay. If all resistance readings are to
specification, connector connectors and go to next step.
10) Connect test box to control module. See Fig. 3. Connect a
jumper wire between test box terminal No. 15 and voltage. If pump
motor operates, go to next step. If pump motor does not operate, check
if combination relay wiring is shorted or open. If wiring is okay,
replace combination relay.
11) Connect ohmmeter between test box terminals No. 31 and
49. If ohmmeter indicates 10-40 ohms, go to next step. If ohmmeter
does not indicate 10-40 ohms, check for an open circuit.
49, then between test box terminals No. 1 and 31. If ohmmeter
indicates an open circuit, replace control module. If ohmmeter
indicates a closed circuit, check for a short to ground. If no short
is present, replace combination relay.
DTC 4-4-4: NO SUPPLY TO HYDRAULIC UNIT VALVES

1) Connect test box to control module. See Fig. 3. Disconnect
15-pin combination relay connector located next to hydraulic
modulator. See Fig. 4. Connect an ohmmeter between ground and test box
terminals No. 3, 33, and 34. If ohmmeter indicates an open circuit, go
to next step. If ohmmeter does not indicate an open circuit, check
wiring for a short circuit.
2) Connect an ohmmeter between test box terminal No. 3 and
15-pin relay connector terminal No. 9. If ohmmeter indicates zero
ohms, go to next step. If ohmmeter does not indicate zero ohms, go to
step 7).
3) Connect ohmmeter between test box terminal No. 34 and 15-
pin connector terminal No. 12. If ohmmeter indicates zero ohms, go to
next step. If ohmmeter does not indicate zero ohms, check wiring for
an open circuit.
4) Turn ignition on. Connect voltmeter between 15-pin relay
terminal No. 3 and ground, then between terminal No. 4 and ground. If
battery voltage is present, turn ignition off and go to next step. If
battery voltage is not present, turn ignition off and check wiring for
an open circuit.
5) Connect ohmmeter between 15-pin relay connector terminals
No. 9 and 10. Ohmmeter should indicate zero ohms. Connect ohmmeter
between 15-pin connector terminals No. 3 and 12. Ohmmeter should
indicate 45-90 ohms. If both readings are correct, go to next step. If
one reading is incorrect, replace combination relay.
6) Reconnect 15-pin connector. Turn ignition on. Connect a
jumper wire between test box terminals No. 1 and 34. Connect a
voltmeter between test box terminals No. 1 and 3. If voltmeter
indicates battery voltage, turn ignition off and replace control
module. If voltmeter does not indicate battery voltage, turn ignition
off and replace combination relay.
7) If ohmmeter did not indicate zero ohms in step 2),
disconnect 15-pin hydraulic modulator connector. See Fig. 5. Connect
an ohmmeter between 15-pin hydraulic modulator connector terminals No.
1 and 15. If ohmmeter indicates zero ohms, go to next step. If
ohmmeter does not indicate zero ohms, replace hydraulic modulator.
8) Connect an ohmmeter between hydraulic modulator terminal
No. 1 and test box terminal No. 3. If ohmmeter indicates zero ohms,
check if wiring is okay between hydraulic modulator connector terminal
No. 15 and 15-pin combination relay terminal No. 9. If ohmmeter does
not indicate zero ohms, check wiring for an open circuit.
Fig. 5: Identifying Hydraulic Modulator Connector Terminals

ABS WARNING INDICATOR DOES NOT LIGHT

combination relay 15-pin connector located next to hydraulic
modulator. See Fig. 4. Connect voltmeter between text box terminals
No. 1 and 52. Turn ignition on. Voltmeter should indicate battery
voltage. Turn ignition off. If voltage reading is to specification, go
to next step. If voltage reading is not to specification, check bulb
and wiring to warning light. If bulb and wiring are okay, replace
instrument cluster.
2) Disconnect combination relay 15-pin connector. Turn
ignition on. Connect a jumper wire between 15-pin connector terminal
No. 6 and ground. If fuse blows, ensure wiring is not shorted. If fuse
does not blow, ABS warning light should light. Turn ignition off. If
warning light does not operate, check wiring for an open circuit. If
warning light operates, go to next step.
3) Connect positive lead of diode tester to 15-pin
combination relay connector terminal No. 6 and negative lead to
terminal No. 2. Diode tester should indicate continuity. Change
polarity on diode tester. Diode tester should indicate no continuity.
If resistance readings are not to specification, replace combination
relay and go to next step. If resistance readings are to
specification, leave relay connector disconnected and go to next step.
4) Put a jumper wire between test box terminals No. 1 and 52.
Turn ignition on. ABS warning light should light. Turn ignition off.
If light does not operate, check wiring for an open circuit. If light
does operate, reconnect system and check if ABS warning indicator is
operating correctly. If ABS warning indicator still does not operate,
replace control module.
ABS WARNING INDICATOR LIGHTS, NO DTC DISPLAYED

1) Test drive vehicle at 25 MPH. If light goes out, system is
okay. If light does not go out, connect test box to control module.
See Fig. 3.
2) Connect a jumper wire between test box terminals No. 1 and
34. Connect voltmeter between test box terminals No. 1 and 33. Turn
ignition on. If voltmeter shows battery voltage, leave jumper wire in
place and go to next step. If voltmeter does not show battery voltage,
check wiring for an open circuit. If wiring is okay, replace
combination relay.
3) Turn ignition on. Connect ohmmeter between test box
terminals No. 1 and 52. If no continuity is present, replace control
module. If continuity is present, go to next step.
4) Turn ignition off. Disconnect combination relay 15-pin
relay connector. See Fig. 4. Connect an ohmmeter between test box
terminals No. 1 and 52. If no continuity is present, replace
combination relay. If continuity is present, check instrument cluster
wiring for a short circuit.
TRACS WARNING INDICATOR DOES NOT LIGHT

1) Ensure control module has Blue label which is intended for
TRACS system. If control module does not have Blue label, replace
control module. If control module has Blue label, go to next step.
2) Connect test box to control module. See Fig. 3. Connect
jumper wire between test box terminals No. 1 and 44. Turn ignition on.
TRACS warning light should light. Turn ignition off.
3) If TRACS warning light comes on, replace control module.
If warning light does not come on, check if bulb is okay. If bulb is
okay, check wiring to bulb for an open circuit. If wiring is okay,
replace instrument cluster.
TRACS WARNING INDICATOR LIGHTS, NO DTC DISPLAYED

1) Ensure control module has Blue label which is intended for
TRACS system. If control module does not have Blue label, replace
control module. If control module has Blue label, go to next step.
2) Connect test box to control module. See Fig. 3. Turn
ignition on. Connect ohmmeter between test box terminals No. 1 and 44.
Ohmmeter should indicate no continuity. Turn ignition off. If ohmmeter
reading was to specification, replace control module. If ohmmeter
reading was not to specification, check for short circuit in
instrument cluster wiring.
BRAKE WARNING INDICATOR DOES NOT LIGHT

1) If brake warning indicator does not light when brake fluid
level is low, go to step 4). If brake warning indicator does not light
when ignition is turned on, go to next step.
2) Disconnect brake fluid level switch connector. Connect a
jumper wire between connector terminals No. 1 and 2. Start engine.
Ensure charge indicator light goes out, and brake warning indicator
lights. Turn engine off.
3) If system operates as described, replace instrument
cluster. If system does not operate as described, ensure bulb is okay
and there are no open circuits in brake fluid level switch wiring. If
bulb and wiring are okay, replace instrument cluster.
4) If brake warning indicator does not light when brake fluid
level is low, disconnect brake fluid level switch connector. Connect
jumper wire between switch connector terminals No. 1 and 2. Start
engine. Ensure charge indicator light goes out, and brake warning
indicator lights. Turn engine off.
5) If system operates as described, replace brake fluid level
switch. If system does not operate as described, check for an open
circuit in brake fluid level switch wiring.
BRAKE WARNING INDICATOR DOES NOT GO OUT

1) Ensure brake fluid reservoir level is correct and filled
as necessary. If fluid level was okay, disconnect brake fluid level
switch connector. Start engine. Brake warning indicator should go out.
Turn engine off.
2) If system operates as described, replace brake fluid level
switch. If system does not operate as described, check if brake fluid
level switch wiring is shorted to ground. If wiring is okay, replace
instrument cluster.
DTCS CANNOT BE READ

diagnostic lead from diagnostic unit. See Fig. 2. Turn ignition on.
Connect voltmeter between text box terminals No. 1 and 53. If
voltmeter indicates battery voltage, go to next step. If voltmeter
does not indicate battery voltage, ensure fuse and wiring do not have
an open circuit.
23. Ensure diagnostic lead is removed from diagnostic unit. If
ohmmeter indicates an open circuit, go to next step. If ohmmeter
indicates a closed circuit, check wiring for a short circuit.
3) Connect ohmmeter between test box terminal No. 23 and
diagnostic unit connector terminal A3. See Fig. 2. Ohmmeter should
indicate zero ohms. Turn ignition off. If reading is to specification,
go to next step. If reading is not to specification, check wiring for
an open circuit.
4) Turn ignition on. Connect voltmeter between diagnostic
unit output connector terminal A4 and ground. See Fig. 2. If voltmeter
indicates battery voltage, go to next step. If voltmeter does not
indicate battery voltage, check fuse and wiring for an open circuit.
5) Connect voltmeter between diagnostic unit output connector
terminals A8 and A4. See Fig. 2. Voltmeter should indicate battery
voltage. Turn ignition off. If voltmeter indicates battery voltage,
check if diagnostic unit operates by diagnosing another system (EFI,
ignition, etc.). If diagnostic output is okay, replace control module.
If voltmeter does not indicate battery voltage, check wiring for an
open circuit.
POOR BRAKING
1) Raise and support vehicle. Release hand brake and shift
into Neutral. Depress brake pedal, then release. Turn wheel with
suspect defective valve by hand. If wheel turns, go to next step. If
wheel does not turn, check for frozen or sticking pads, caliper,
springs, and other components.
jumper wire between test box terminals No. 1 and 34. Connect another
jumper wire between suspect return valve terminal and test box
terminal No. 1. See TEST BOX RETURN VALVE TERMINAL IDENTIFICATION
table.
TEST BOX RETURN VALVE TERMINAL IDENTIFICATION TABLE

Return Valve Terminal No.
Left Front ............................................. 2

Right Front ........................................... 21
Rear .................................................. 36
3) Wait 30 seconds. Depress brake pedal and hold in place.

Turn ignition on, but for not more than 20 seconds. Turn wheel with
suspected defective valve by hand. Wheel should turn. Turn ignition
off. If system operates to specification, go to next step. If system
does not operate to specification, replace hydraulic modulator.
4) Connect a jumper wire between test box terminal No. 1 and
suspect inlet valve text box terminal. See TEST BOX INLET VALVE
TERMINAL IDENTIFICATION table.
TEST BOX INLET VALVE TERMINAL IDENTIFICATION TABLE

Inlet Valve Terminal No.
Left Front ............................................ 20

Right Front ........................................... 38
Rear .................................................. 54
5) Wait 30 seconds. Turn ignition on, but not for more than
20 seconds. Depress brake pedal and hold in place. Turn wheel with
suspected defective valve by hand. Wheel should turn. Turn ignition
off. If system operates as specified, problem may be intermittent. Go
to CHECKING INTERMITTENT FAULTS under DIAGNOSIS & TESTING. If system
does not operate as specified, replace hydraulic modulator.
BOTH FRONT WHEELS ARE COMPLETELY OR PARTIALLY LOCKED

1) If both front wheels are completely or partially locked,
go to next step. If only one wheel is locked or partially locked,
problem is mechanical.
jumper wires between test box terminals No. 1 and 34, terminals No. 1
and 21, and terminals No. 1 and 2. Wait 30 seconds. Turn ignition on,
but not for more than 20 seconds. Wheels should turn. Turn ignition
off and visually check brakes.
3) If system operates as specified, replace hydraulic
modulator. If system does not operate as specified, fault is
mechanical.
NO TRACS FUNCTION
1) Turn ignition on. Turn TRACS system on. TRACS indicator
light should operate. Turn ignition off. If system operates as
specified, go to next step. If system does not operate as specified,
check wiring to switch for an open circuit. If wiring is okay, replace
switch.
2) Connect test box to control module. See Fig. 3. Turn
ignition on. Connect a jumper wire between test box terminals No. 1
and 25. Indicator light should operate. Turn ignition off. If system
operates as specified, check if fault is intermittent. If fault
remains, replace control module. If system does not operate as
specified, check wiring to switch for an open circuit. If wiring is
okay, replace switch.
CONTROL MODULE
Clean area around control module connector, then disconnect connector.
Remove 3 screws and carefully lift control module from vehicle. See
Fig. 6.
2) To install, reverse removal procedure. Tighten control
module screws to 48 INCH lbs. (5 N.m). Reconnect electrical connector
and negative battery cable. Check for DTCs, ensuring DTC 1-1-1 is
displayed.
Fig. 6: Removing Control Module

FRONT & REAR WHEEL SENSOR

Removal
Turn ignition off. Disconnect negative battery cable. Remove
wheel. Carefully clean sensor and electrical connector. Remove sensor
mounting bolt and pull out sensor. Disconnect electrical connector.
See Fig. 7 or 8.
Installation
Clean dirt and rust from sensor seat so sensor is located
correctly against pulse wheel. Using a soft brush, brush dirt from
pulse wheel. Replace sensor and tighten screw to 84 INCH lbs. (10 N.
m). Reconnect electrical connector. Install wheel. Display any DTCs
stored in control module, then erase them. Test drive vehicle,
ensuring ABS warning indicator goes out. Display any DTCs, ensuring
DTC 1-1-1 is displayed.
Fig. 7: Removing Front Wheel Sensor

Fig. 8: Removing Rear Wheel Sensor
HYDRAULIC MODULATOR
NOTE: If hydraulic modulator is damaged, it should be replaced as
a complete unit. Hydraulic modulator, reducing valve, and
control module are located on same bracket in engine
compartment. Entire bracket assembly must be removed.
Removal
1) Turn ignition off. Drain system of brake fluid. Clean area
around brake hose and brake line connections on hydraulic modulator
and clutch master cylinder. Place rags under clutch master cylinder to
prevent damage to paint. Remove air cleaner assembly.
2) Disconnect negative battery cable. Remove 2 clutch master
cylinder-to-reducing valve brake lines. Remove 3 brake lines on side
of hydraulic modulator. If vehicle is equipped with TRACS, there is an
additional brake line from reducing valve. See Fig. 9. Plug lines and
openings on hydraulic modulator so no dirt can enter system.
Fig. 9: Locating Brake Lines On Hydraulic Modulator

3) Disconnect hydraulic modulator 15-pin connector located

next to hydraulic modulator on left shock tower. See Fig. 5. Remove 2
connector mounting screws. To avoid confusion, twist wiring to this
connector together with wiring to 55-pin control module connector.
Remove combination relay. Disconnect hydraulic modulator-to-
combination relay 4-pin connector. Allow connector to hang free,
ensuring it does not come into contact with brake fluid.
4) Remove nut securing hydraulic modulator to bracket on
shock tower. Remove 2 nuts to shock tower and lift mounting enough to
free hydraulic modulator bracket. Remove 2 brake hoses to brake fluid
reservoir.
NOTE: One hose is difficult to reach. Remove it after bracket has

been lifted out.
5) Carefully lift bracket with hydraulic modulator, reducing

valve, and control module from engine compartment. Cut wiring tie and
remove rolled wire from hydraulic modulator bracket. Remove 2 brake
lines to reducing valve. Remove 4 hydraulic modulator mounting bolts.
Remove hydraulic modulator.
Installation
To install hydraulic modulator, reverse removal procedure.
Bleed brake system. Check for stored DTCs and erase them. Test drive
vehicle and check brake operation. Ensure ABS warning light goes out.
Read off DTCs and ensure DTC 1-1-1 is displayed.
PEDAL SENSOR
Turn ignition off. Disconnect negative battery cable. Depress
brake pedal several times to remove any vacuum from power brake
booster. Disconnect electrical connector. See Fig. 10. Stretch spring
clip and remove sensor from power brake booster.
Fig. 10: Locating Pedal Sensor

Installation
Check power brake booster color code and select spacer of
correct color. Replace spacer on pedal sensor. Install NEW sealing
ring on sensor. Replace pedal sensor with NEW spring clip in power
brake booster and press sensor in until it snaps in place. Reconnect
electrical connector and negative battery cable.
REDUCING VALVE
Clean area around brake line nipples on valve so no dirt gets
into braking system. Place rags under valve to protect paint. Loosen
brake line nuts. Remove both mounting bolts. See Fig. 11. Remove
valve. To install, reverse removal procedure.
Fig. 11: Removing Reducing Valve


Application INCH Lbs. (N.m)
Control Module Screws ............................. 48 (5)

Wheel Sensor Screws .............................. 84 (10)
WIRING DIAGRAM
Fig. 12: Anti-Lock & Traction Control System Wiring Diagram
ANTI-THEFT SYSTEM
1995 Volvo 850
1995-96 ACCESSORIES & EQUIPMENT

Volvo Anti-Theft Systems
850

WARNING: Deactivate air bag system before performing any service
operation. For 1995 850, see AIR BAG RESTRAINT SYSTEM,
for 1996 850, see AIR BAG RESTRAINT SYSTEM article. Do not
apply electrical power to any component on steering column
without first deactivating air bag system. Air bag may
deploy.
NOTE: Anti-theft alarm system comes in 3 different versions: basic

alarm, Guard Alarm I, and Guard Alarm II. See Fig. 1.
Fig. 1: Identifying Alarm System Types

BASIC ALARM
Alarm is activated by LOCK button on remote control or by
locking either front door or trunk using standard door keys. Central
locking system’s remote control, setting device and lock cylinder
micro-switches send signals to central locking relay, which in turn
sends a control signal to alarm control module.
After 5 seconds, indicator LED goes out and starts flashing.
This indicates that alarm has been activated. If any hood, trunk or
any door is open when system is activated, LED will not come on. When
doors, hood and trunk are closed, LED will start flashing to indicate
that all alarm loops have been activated. Alarm is protected by
standard door contacts, contact on hood catch, contact on rear window,
and starter inhibitor.
GUARD ALARM I
Alarm is activated by pressing remote control button. This
sends a series of pulses which are received by a radio receiver. The
signal is converted and sent to the control module. When activated,
vehicle’s turn signals flash for about 2 seconds to confirm that alarm
has been set. Status LED will flash to show alarm is activated. See
Fig. 2.
Fig. 2: Locating Status Panel

GUARD ALARM II
Alarm is activated by pressing large button on remote
control. Remote control sends a signal to receiver built into control
module. Control module decodes the signal and decides whether string
of pulses is correct. Alarm activation is indicated by single short
flashes from indicator LED. If hood, trunk or any door is open, or if
there is a fault, indicator LED will light for 5 seconds, then begin
flashing.
RECEIVER PROGRAMMING
BASIC ALARM
NOTE: Programming procedures are not available from the
manufacturer.
GUARD ALARM I
1) Ensure alarm is deactivated. Close all doors, hood, and
trunk. Turn ignition on. Press function button on status panel until
status LED and indicator LED are lit. Release function button. Using
status panel function button, advance to unoccupied key code location
I, II or III. An occupied location is indicated by a flashing LED. An
unoccupied location is indicated by a steadily lit LED. If a code is
programmed into an occupied location, the old code is erased.
2) Select one of 3 locations. Send a code signal within 10
seconds using remote control. Alarm will acknowledge an approved code
with brief flashes of status and indicator LED’s before reverting to
standard mode.
GUARD ALARM II
1) Ensure all doors, hood, and trunk are closed. Turn
ignition on and off at least 5 times in 10 seconds. Indicator LED
should start to flash. Leave ignition on. Once indicator LED starts
flashing, first remote control must be programmed within 15 seconds.
2) Press one button on one remote control. Programming is
acknowledged by indicator LED lighting for about 2 seconds. Indicator
LED will then start flashing for 10 seconds. Program other remote
control within 10 seconds while indicator LED is flashing. Turn
ignition off. Test remote controls.
SYSTEM TESTS
SELF TEST
NOTE: Following control module test requires use of Volvo Guard
Alarm II Programming Box (1399141-9). See Fig. 3.
Fig. 3: Identifying Volvo Guard Alarm II Programming Box

Guard Alarm II Control Module
Press button "C" RUN SELF TEST on programming box. Lower
display line should read TESTING. If control module is okay, lower
line of display will read TEST OK. If control module is faulty,
display will read ERRCODE XXX.
FUNCTIONAL TESTS
No Alarm When Door Is Opened
1) Turn ignition off. Remove alarm control module.
See Fig. 4. Open a door. Connect voltmeter between alarm control
module connector terminals "T" and No. 31. See Fig. 5. If voltmeter
reads less than one volt, go to next step. If voltmeter does not read
less than one volt, check wiring between terminals "T" and No. 31 for
a short to voltage.
2) Turn ignition off. Change locking unit in door to locked
position by pushing catch in with a screwdriver. Connect voltmeter
between alarm control module connector terminals "T" and No. 31. See
Fig. 5. Close door. If battery voltage is present, replace alarm
control module. If system is Guard Alarm II, perform control module
self test before replacing control module. See SELF TEST. If battery
voltage is not present, check for open circuit in wiring at alarm
control module connector terminal "T".
Fig. 4: Locating Alarm Control Module

Fig. 5: Identifying Alarm Control Module Connector Terminals
No Hood Alarm
1) Disconnect hood alarm 2-pin connector. Connect ohmmeter
between connector terminal No. 2 and ground. See Fig. 6. If ohmmeter
reads zero ohms, go to next step. If ohmmeter does not read zero ohms,
check wiring between hood alarm connector terminal No. 2 and ground.
See Fig. 4. Connect voltmeter between alarm control module connector
terminals FH and No. 31. See Fig. 5. If voltmeter reads zero volts, go
to next step. If voltmeter does not read zero volts, check wiring at
connector terminal FH for a short to voltage.
3) Turn ignition off. Connect jumper wire between hood alarm
terminals No. 1 and 2. Connect ohmmeter between alarm control module
connector terminals FH and No. 31. If ohmmeter reads zero ohms, go to
next step. If ohmmeter does not read zero ohms, check for open circuit
in wiring between hood alarm connector terminal No. 1 and alarm
control module connector terminal FH.
4) Turn ignition off. Remove jumper wire. Reconnect hood
alarm connector. Close hood. Connect ohmmeter between alarm control
module connector terminals FH and No. 31. See Fig. 5. Ohmmeter should
read infinite resistance with hood closed. Open hood. Ohmmeter should
read zero ohms. If ohmmeter readings are not to specification, go to
next step. If ohmmeter readings are to specification, replace alarm
control module.
5) Turn ignition off. Open hood. Reconnect ohmmeter between
alarm control module connector terminals FH and No. 31. See Fig. 5.
Ohmmeter should read about zero ohms when hood is open. If all
resistances are okay, replace alarm control module. On Guard Alarm II,
run control module self test before replacing control module. See SELF
TEST. If resistances are not okay, replace hood lock sensor.
Fig. 6: Identifying Hood Alarm 2-Pin Connector

No Alarm On Trunk
1) Using hand-held transmitter, deactivate alarm. Turn
ignition off. Open trunk or tailgate. Set trunk/tailgate light to
TRUNK position. Trunk/tailgate light should come on. On 4-door models,
change trunk locking unit to locked position by pushing catch in with
a screwdriver. Trunk light should go out. Reset catch to open position
by pressing trunk lid opener. On station wagon models, close tailgate.
Luggage compartment light should go out. If system operates to
specification, go to next step. If system does not operate to
specification, check courtesy light and/or install a new
trunk/tailgate switch.
2) Turn ignition off. Open trunk/tailgate. Remove panel
around door lock. Disconnect 8-pin trunk lock connector. See Fig. 7.
Connect ohmmeter between trunk lock connector terminal No. 8 and
ground. If ohmmeter reads about zero ohms, go to next step. If
ohmmeter does not read about zero ohms, check wiring between connector
terminal No. 8 and ground for an open circuit.
Fig. 7: Identifying Door Lock 8-Pin Connector


See Fig. 4. Open trunk/tailgate. Turn off luggage compartment light.
Connect voltmeter between alarm control module connector terminals RH
and No. 31. See Fig. 5. If voltmeter reads less than one volt, go to
next step. If voltmeter does not read less than one volt, check wiring
between trunk connector terminal No. 1 and alarm control module
connector terminal RH for a short circuit to voltage.
4) Turn ignition off. Connect jumper wire between trunk
connector terminals No. 1 and 8. Connect ohmmeter between alarm
control module connector terminals RH and No. 31. See Fig. 5. If
ohmmeter reads about zero ohms, go to next step. If ohmmeter does not
read about zero ohms, check wiring for an open circuit between trunk
connector terminal No. 1 and alarm control module connector terminal
RH.
5) Turn ignition off. Remove jumper wire. Reconnect trunk
connector. Close trunk/liftgate. Connect ohmmeter between alarm
control module connector terminals RH and No. 31. See Fig. 5. Ohmmeter
should read infinite resistance when trunk is closed. Disconnect
ohmmeter. Turn ignition off. Open trunk/liftgate. Turn off trunk
light.
6) Reconnect ohmmeter between alarm control module connector
terminals RH and No. 31. See Fig. 5. If ohmmeter reads about zero ohms
when trunk/liftgate is open, replace alarm control module. If Guard
Alarm II, run control module self test. See SELF TEST. If any reading
is incorrect, replace trunk contact.
No Alarm On Sensor (Guard Alarm I & II)

ignition off. Disconnect 4-pin sensor connector. See Fig. 8. Connect
an ohmmeter between connector terminal No. 1 and ground. If ohmmeter
reads about zero ohms, go to next step. If ohmmeter does not read
about zero ohms, check ground wire for an open circuit between sensor
4-pin connector terminal No. 1 and alarm control module 10-pin
connector terminal No. 1 (Guard Alarm I) or 5-pin connector terminal
No. 3 (Guard Alarm II). See Fig. 9. Repair as necessary.
Fig. 8: Identifying Sensor 4-Pin Connector

Fig. 9: Identifying Sensor & Alarm Control Module Connectors
(Guard Alarm II)
2) Turn ignition off. Connect voltmeter between 4-pin

connector terminals No. 1 and 2. If battery voltage is present, go to
next step. If battery voltage is not present, check voltage supply
wire for an open circuit between sensor 4-pin connector terminal No.
2, and alarm control module connector 10-pin connector terminal No. 4
(Guard Alarm I) or 5-pin connector terminal No. 4 (Guard Alarm II).
3) Turn ignition off. Using hand-held transmitter, activate
alarm. Wait 10 seconds. Connect jumper wire between 4-pin connector
terminals No. 3 and 1. If alarm sounds, replace sensor. If alarm does
not sound, turn ignition off. Disconnect alarm control module 10-pin
connector (Guard Alarm I) or 5-pin connector (Guard Alarm II).
4) Connect ohmmeter between 4-pin connector terminal No. 3
and alarm control module connector terminal No. 5. See Fig. 9. If
ohmmeter reads about zero ohms, replace alarm control module. If Guard
Alarm II, run control module self test. See SELF TEST. If any reading
is incorrect, check wiring for an open circuit between 4-pin connector
terminal No. 3 and alarm control module connector terminal No. 5.
False Alarm
ignition off. Remove alarm control module. See Fig. 4. Disconnect all
alarm loops (door, trunk, hood, etc.) except ignition. Disconnect
following wiring from relay center and insulate with tape or
insulators:
* Door contacts (Yellow/White wire at terminal "T").

* Hood alarm loop (Yellow/Black wire at terminal FH).
* Trunk alarm loop (Blue/Brown wire at terminal RH).
2) Disconnect sensor 4-pin connector (Guard Alarm I and II).

Turn ignition off. Reinstall alarm control module. Close all doors,
hood, and trunk lid. Activate alarm. If alarm continues, check false
alarm at ignition voltage supply circuit.
No Audible Signal When Alarm Is Triggered

1) Using hand-held transmitter, deactivate horn. Turn
ignition off. Remove alarm control module. See Fig. 4. Connect jumper
wire between alarm control module connector terminals "H" and No. 30.
See Fig. 5. If horn does not sound, go to next step. If horn sounds,
replace alarm control module. If Guard Alarm II, run control module
self test. See SELF TEST.
2) Turn ignition off. Leave jumper wire connected. Disconnect
horn 2-pin connector. Connect voltmeter between horn connector
terminal No. 1 (Yellow/Red wire) and ground. If battery voltage is
present, go to next step. If voltage is not present, check wiring
between alarm control module connector terminal "H" and horn connector
terminal No. 1 for an open circuit.
3) Turn ignition off. Remove jumper wire. Connect ohmmeter
between horn connector terminal No. 2 (Black wire) and ground. If
ohmmeter reads about zero ohms, replace horn. If ohmmeter does not
read about zero ohms, check wiring between horn connector terminal No.
2 and ground.
Turn Signal Lights Do Not Flash When Alarm Is Triggered

ignition on. Turn left and right turn signal indicators on. If both
indicators flash, go to next step. If both indicators do not flash,
check turn signal switch.
2) Turn ignition off. Remove fuse No. 13 from engine
compartment fuse panel. If fuse is okay, go to next step. If fuse is
not okay, check wiring between battery and alarm control module
connector terminal No. 30K for a short to ground.
3) Ensure ignition is off. Connect voltmeter between ground
and fuse No. 13 terminal. If battery voltage is present, go to next
step. If battery voltage is not present, check wiring between battery
and fuse No. 13 terminal.
4) Ensure ignition is off. Replace fuse. Remove alarm control
module. Connect voltmeter between alarm control module connector
terminals No. 30K and No. 31. See Fig. 5. If battery voltage is
present, go to next step. If battery voltage is not present, check for
an open circuit in wiring between fuse No. 13 terminal and alarm
control module terminal No. 30K.
5) Ensure ignition is off. Connect jumper wire between alarm
control module terminals No. 30K and "L". Left turn signal should come
on. Connect jumper wire between alarm control module terminals No. 30K
and "R". Right turn signal should come on.
6) If both turn signals operate, replace alarm control
module. If Guard Alarm II, run control module self test. See SELF
TEST. If neither turn signal operates, check wiring between alarm
control module terminal "L" and left turn signal splice, or wiring
between alarm control module terminal "R" and right turn signal splice
for an open circuit.
Start Inhibitor Malfunction

ignition off. Remove alarm control module. Attempt to start engine by
turning ignition switch to position III. If starter does not crank, go
to next step. If starter cranks, check for short circuit in wiring to
alarm control module connector terminals No. 50E and 50F. See Fig. 5.
2) Turn ignition off. Remove fuse No. 2 from engine
compartment fuse panel. If fuse is okay, go to next step. If fuse is
not okay, check for short circuit in wiring between battery and alarm
control module terminal No. 15.
3) Replace fuse. Turn ignition off. Connect voltmeter between
alarm control module terminals No. 15 and 31. Voltmeter should read
zero volts. Turn ignition on. Voltmeter should now read battery
voltage.
4) If both voltage readings are okay, replace alarm control
module. If Guard Alarm II, run control module self test. See SELF
TEST. If any voltage reading is not okay, check for open circuit in
wiring between ignition and alarm control module terminal No. 15.
Starter Inhibitor Will Not Disengage

ignition off. Remove alarm control module. See Fig. 4. Connect jumper
wire between alarm control module connector terminals No. 50E and 50F.
See Fig. 5. Attempt to start engine by turning ignition switch to
position III. If starter does not crank, go to next step. If starter
cranks, replace alarm control module. If Guard Alarm II, run control
module self test. See SELF TEST.
2) Turn ignition off. Remove jumper wire. Connect voltmeter
between alarm relay terminals No. 50E and 31. Turn ignition switch to
position III. If battery voltage is present, problem is in starting
system. If battery voltage is not present, check wiring for an open
circuit or short to ground between ignition switch and alarm control
module terminal No. 50E.
Indicator LED/Status Panel Faulty (Basic & Guard Alarm II)

1) Check for open circuit in LED/status panel ground wire.
Also check for open circuit in LED/status panel signal wires. Check
for short circuit to ground or voltage in LED/status panel signal
wires. Also check for possible fault in LED/status panel and/or fault
in alarm control module.
ignition off. Insert a screwdriver by side of indicator LED and
carefully pry upward. Disconnect LED indicator connector. See Fig. 10.
Fig. 10: Identifying LED Connector

NOTE: On vehicles without Electronic Climate Control (ECC), 2-pin

connector is used. On vehicles with ECC, 5-pin connector is
used, as A/C sun sensor is integrated in indicator LED.
3) Connect ohmmeter between ground and LED connector terminal

No. 2 (without Electronic Climate Control - ECC) or No. 5 (with ECC).
If ohmmeter reads zero ohms, go to next step. If ohmmeter does not
read zero ohms, check LED ground wire for an open circuit.
4) Turn ignition off. Connect an ohmmeter between LED
connector terminals No. 1 and 2 (without ECC) or between terminals No.
1 and 5 (with ECC). If ohmmeter reads high resistance, go to next
step. If ohmmeter does not read high resistance, check LED signal wire
for a short circuit to ground.
5) Turn ignition on, then off. Connect voltmeter between LED
connector terminals No. 1 and 2 (without ECC) or between terminals No.
1 and 5 (with ECC). If voltmeter reads zero volts, go to next step. If
voltmeter does not read zero volts, check LED signal wire for a short
circuit to voltage.
6) Turn ignition off. To check system with LED indicator
mounted on speaker grille, go to next step. To check system with LED
indicator mounted on instrument panel, remove alarm control module.
See Fig. 4. Connect jumper wire between alarm control module connector
terminals DI and No. 31. See Fig. 5. Connect an ohmmeter between LED
indicator connector terminals No. 1 and 2 (without ECC) or between
terminals No. 1 and 5 (with ECC). Ohmmeter should read about zero
ohms. Go to next step.
7) Turn ignition off. Disconnect alarm control module
connector. See Fig. 4. Connect ohmmeter between 2-pin connector
terminal No. 1 (Blue/White or Red wire) and 5-pin connector terminal
No. 1 (Black wire). If ohmmeter reads zero ohms, go to next step. If
ohmmeter does not read zero ohms, check LED signal lead for an open
circuit.
8) Turn ignition off. Remove jumper wire from alarm control
module connector terminals DI and No. 31. See Fig. 5. Reinstall alarm
control module. Activate alarm using hand-held transmitter. Wait 10
seconds. Trigger alarm by opening hood. Deactivate alarm using hand-
held transmitter.
9) On vehicles without ECC, connect voltmeter between LED
connector terminals No. 1 and 2. On vehicles with ECC, connect
voltmeter between LED connector terminals No. 1 and 5. If voltmeter
reads at least 4 volts, install new LED. If voltmeter does not read at
least 4 volts, replace alarm control module. If Guard Alarm II, run
control module self test. See SELF TEST.
Indicator LED/Status Panel Faulty (Guard Alarm I)

1) Deactivate alarm using hand-held transmitter. Turn
ignition off. Disconnect alarm control module 10-pin connector.
Connect ohmmeter between alarm control module terminal K1 and ground.
See Fig. 11. Ohmmeter should read about zero ohms. Connect voltmeter
between alarm control module terminals K1 and K4. Voltmeter should
read battery voltage.
Fig. 11: Identifying Alarm Control Module Connector Terminals
2) Connect voltmeter between alarm control module terminals

K1 and K2. Voltmeter should read 0-5 volts. Connect voltmeter between
alarm control module terminals K1 and K3. Voltmeter should read 5
volts. If all measurements are okay, go to next step. If any
measurements are not okay, replace alarm control module.
3) Using ohmmeter, ensure continuity is present in wiring
between 10-pin and Yellow 4-pin connectors. See Fig. 12. Repair as
necessary. If wiring is okay, go to next step.
4) Turn ignition off. Reconnect 10-pin connector in alarm
control module. Backprobe ohmmeter between Yellow 4-pin connector
terminal No. 4 and ground. If ohmmeter reads about zero ohms, go to
next step. If ohmmeter does not read about zero ohms, check wiring
between Yellow 4-pin connector terminal No. 4 and alarm control module
10-pin connector terminal K1 for an open circuit.
5) Turn ignition off. Backprobe voltmeter between Yellow 4-
pin connector terminals No. 3 and 4. If battery voltage is present, go
to next step. If battery voltage is not present, check for short to
ground in wiring between Yellow 4-pin connector terminal No. 3 and
alarm control module 10-pin connector.
6) Ensure ignition is off. Backprobe voltmeter between Yellow
4-pin connector terminals No. 1 and 4. If voltmeter reads about 5
volts, go to next step. If voltmeter does not read about 5 volts,
check wiring for short to ground or voltage between Yellow 4-pin
connector terminal No. 1 and alarm control module 10-pin connector
terminal K3.
7) Ensure ignition is off. Backprobe voltmeter between Yellow
4-pin connector terminals No. 2 and 4. If voltmeter reads 0-5 volts,
replace status panel. If voltmeter does not read 0-5 volts, check
wiring for short to ground or voltage between status panel Yellow 4-
pin connector, terminal No. 2, and alarm control module 10-pin
connector, terminal K2.
Fig. 12: Identifying 10-Pin & 4-Pin Connectors

Remote Control Inoperative

An inoperative remote control can be caused by interference
from surroundings (buildings, vehicles, etc.), defective batteries,
incorrectly programmed remote, or defective remote control unit.
Alarm Cannot Be Activated Or Deactivated

1) Check for open or short circuit in ground wire to alarm
relay connector. Check for open or short circuit in voltage supply
wire to alarm relay connector.
2) Check for open or short circuit in ignition supply wire to
alarm control module connector. Check if remote control is programmed
incorrectly. Check for faulty fuse No. 2 or 6. Check for defective
remote control, central locking relay, relief relay, or alarm control
module.
3) On basic alarm system, check for defective ignition
switch, open or short circuit in signal wire between central locking
relay and alarm control module, or short circuit to voltage in signal
wire between central locking relay and alarm control module.
4) On Guard Alarm I system, check for open circuit in
accessory cable ground wire. Check for short circuit to ground in
accessory cable supply. Check for open circuit in accessory cable
supply.
Central Locking System Does Not Lock Or Open When Activated

Or Deactivated (Guard Alarm I & II)
Check for open or short circuit in signal wire between
central locking relay and alarm control module. Check for short
circuit to voltage in signal wire between central locking relay and
alarm control module. Check for defective central locking relay or
alarm control module.
Panic Function Does Not Work (Guard Alarm I & II)

Check for failing remote control range. Check for defective
remote control. Check batteries. Check for defective remote control
module.
Alarm Will Not Reactivate (Guard Alarm I & II)

Check for defective alarm control module.

WARNING: Deactivate air bag system before performing any service
operation. For 1995 850, see AIR BAG RESTRAINT SYSTEM,
for 1996 850, see AIR BAG RESTRAINT SYSTEM article. Do not
apply electrical power to any component on steering column
without first deactivating air bag system. Air bag may
deploy.
ALARM CONTROL MODULE

Alarm control module is located under left side of instrument
panel. See Fig. 4.
WIRING DIAGRAMS
Fig. 13: Anti-Theft System Wiring Diagram (1995-96 - Base Model)
Fig. 14: Anti-Theft System Wiring Diagram (1996 - Grand Alarm II
- Early Production)
Fig. 15: Anti-Theft System Wiring Diagram (1996 - Grand Alarm II
- Late Production)
AUTO TRANS DIAGNOSIS - AW50-42LE
1995 Volvo 850
1995 AUTOMATIC TRANSMISSIONS

Volvo AW50-42LE Electronic Controls
850
APPLICATION
TRANSMISSION APPLICATIONS

Vehicle Model Transmission Model
850 ............................................ AW50-42LE

NOTE: Overhaul information or specifications are not available. In
case of internal malfunction, manufacturer recommends
replacing transaxle as an assembly.
CAUTION: Vehicle is equipped with a Supplemental Restraint System

(SAS). When servicing vehicle, use care to avoid accidental
air bag deployment. SRS-related components are located in
steering column, center console, instrument panel and lower
panel on instrument panel. DO NOT use electrical test
equipment on these circuits. If may be necessary to
deactivate SRS before servicing components. For 1995 850,
see the AIR BAG RESTRAINT SYSTEM article in the
ACCESSORIES/SAFETY EQUIP section.
IDENTIFICATION
Transaxle can be identified by identification plate attached
to top of transaxle case. See Fig. 1. Identification plate contains
transaxle model, year of manufacture and transaxle part number.
Fig. 1: Locating Transaxle Identification Plate Information

DESCRIPTION
Transaxle is a 4-speed overdrive electronically controlled
automatic transaxle. Transaxle consists of lock-up torque converter,
oil pump, 3 planetary gear sets, clutch and brake units, accumulator
pistons, valve body and 4 electronic valve body solenoids.
Valve body with solenoids and Transaxle Control Module (TCM)
are used for controlling transaxle operation. Solenoids are controlled
by TCM.
TCM receives input signals from various components to
determine transaxle shift points and torque converter lock-up.
Components consist of mode selector switch, throttle position sensor,
engine speed (RPM) sensor, vehicle speed sensor, gear position sensor,
transaxle oil temperature sensor, brake switch and kickdown switch.
See Fig. 2.
Transaxle is equipped with a mode selector switch. Switch is
used for normal, high performance and winter driving conditions.
Transaxle is also equipped with a shift lock and key interlock system.
Shift lock system prevents shift lever from being moved from Park
position unless brake pedal is applied. In case of malfunction, shift
lever can be released by depressing shift lock override button,
located near shift lever. Key interlock system prevents ignition
switch from being moved from ACC to LOCK position unless shift lever
is in Park position.
Fig. 2: Locating Transaxle Components

OPERATION
BRAKE SWITCH
Brake switch is an input device mounted above the brake
pedal. When brake pedal is applied, brake switch delivers an input
signal to the TCM. TCM uses input signal to control No. 3 solenoid for
torque converter lock-up.
ENGINE SPEED (RPM) SENSOR

Electromagnetic RPM sensor, mounted in transaxle housing, is
activated by a toothed impulse wheel. Sensor is an input device which
delivers an engine RPM signal to the TCM. By comparing engine RPM and
vehicle speed, TCM can determine amount of torque converter slippage.
GEAR POSITION SENSOR

NOTE: Gear position sensor may also be referred to as neutral
safety switch.
Gear position sensor is an input device mounted on the

transaxle manual valve shaft. Sensor delivers an input signal to TCM,
indicating transaxle manual valve gear position.
KEY INTERLOCK SYSTEM

With ignition key in ignition switch, place shift lever into
"P" position. Ensure ignition key can be installed and removed from
ignition switch with ease. If key is difficult to remove, key
interlock cable is too short. Adjust cable as necessary. Move shift
lever to position other than Park. Ignition key should not be
removable from ignition switch. If key can be removed, cable is too
long. Adjust cable as necessary.
KICKDOWN SWITCH
Kickdown switch, located at firewall on accelerator cable,
sends input signal to TCM when accelerator pedal is fully depressed.
TCM uses input signal for controlling transaxle downshifting and
MODE SELECTOR SWITCH

Mode selector switch, located to left of shift lever, has 3
different modes which effect transaxle shift points. Input signal from
mode selector switch is sent to TCM. TCM uses input signal for
controlling transaxle shifting and torque converter lock-up.
ECON (Economy) mode, is for normal driving and provides early
upshifts combined with lock-up as often as possible for top 3 gears.
Transaxle line pressure is modulated to provide smooth gear
engagement.
In SPORT mode, transaxle shift points are designed to provide
the highest possible performance. Under normal acceleration, transaxle
shifts occur the same as in ECON mode. During increased acceleration,
TCM selects shift and lock-up points for best possible performance.
WINTER mode prevents wheel spin on slippery surfaces.
Transaxle starts out in high gear. When WINTER mode is selected,
warning light on dash is illuminated. This mode may also be used when
driver wants to control gear selection.
OIL TEMPERATURE SENSOR

Oil temperature sensor, located below transaxle oil pan,
measures transaxle fluid temperature and delivers an input signal to
TCM. TCM uses input signal for controlling transaxle shifting and
SHIFT LOCK OVERRIDE FUNCTION

Move shift lever to "P" position and turn ignition key to (I)
or (II) position. Press override button. Shift lever should move from
"P" position. Return shift lever to "P" position and remove ignition
key. Press override button. Shift lever should not move from "P"
position. Override function should operate only when ignition key is
in (I) or (II) position.
TRANSAXLE CONTROL MODULE (TCM)

TCM is located in control module box in engine compartment,
between coolant recovery reservoir and washer fluid reservoir. TCM is
in position No. 3 in module box. See Fig. 3. TCM determines shift
points and torque converter lock-up timing based on input signals
received from various components. Components consist of mode selector
switch, throttle position sensor, engine speed (RPM) sensor, vehicle
speed sensor, gear position sensor, transaxle oil temperature sensor,
brake switch and kickdown switch.
TCM contains a self-diagnostic system which stores a
Diagnostic Trouble Code (DTC). If a transaxle problem exists, DTC(s)
can be retrieved to determine transaxle problem area.
Fig. 3: Locating Transaxle TCM & Diagnostic Unit

THROTTLE POSITION (TP) SENSOR

Throttle position sensor, mounted on throttle body,
determines throttle position and delivers an input signal to TCM. TCM
uses input signal for controlling transaxle upshifts and torque
converter lock-up.
VALVE BODY SOLENOIDS

Valve body solenoids, mounted on the valve body, are output
devices controlled by signals received from the TCM. The No. 1 and No.
2 solenoids are used to control transaxle shifting. No. 3 solenoid is
used to control torque converter lock-up. No. 4 solenoid is used to
control transaxle line pressure. For solenoid locations, See Fig. 2.
For valve body solenoid usage, see VALVE BODY SOLENOID APPLICATION
table.
VALVE BODY SOLENOID APPLICATION (1)

Shift Lever Position No. 1 Solenoid No. 2 Solenoid
"D" (Drive)
1st Gear ............... OFF ...................... ON
2nd Gear ............... ON ....................... ON
3rd Gear ............... ON ...................... OFF
4th Gear ............... OFF ..................... OFF
"3"
1st .................... OFF ...................... ON
2nd .................... ON ....................... ON
3rd .................... ON ...................... OFF
"L"
1st .................... OFF ...................... ON
2nd .................... ON ....................... ON
"R" (Reverse) ............ OFF ...................... ON
"N" Or "P" ............... OFF ...................... ON
(1) - Valve body contains 4 solenoids. No. 1 and No. 2

solenoids are used to control transaxle shifts. No. 3
solenoid is used to control torque converter lock-up.
No. 4 solenoid is used to control line pressure.
VEHICLE SPEED SENSOR

Vehicle speed sensor, mounted in transaxle housing, is an
input device consisting of speed sensor rotor and speed sensor. Input
signal is delivered from speed sensor to TCM with each revolution of
axle shaft. TCM uses speed sensor input signal for controlling
transaxle operation.
TROUBLE SHOOTING
PRELIMINARY CHECKS
Ensure fluid level is correct. Inspect and adjust throttle
cable, kickdown cable and gear position sensor (if necessary). Check
idle speed RPM and adjust as necessary.
NOTE: Manufacturer recommends transaxle assembly replacement only.

Manufacturer does not provide mechanical trouble shooting
information.
TESTING
ROAD TEST
"D" & "3" Position
1) Engine and transaxle must be at normal operating
temperature. Shift transaxle into "D" position. Set mode selector
switch to ECON position. Test drive vehicle and ensure all upshifts
and downshifts occur at specified speeds. Refer to the appropriate
SHIFT SPEED SPECIFICATIONS table.
2) Ensure lock-up occurs at appropriate speeds. See
LOCK-UP SPEED SPECIFICATIONS table. Lightly depress accelerator. If
excessive increase in engine RPM exists, lock-up did not occur.

NOTE: Lock-up
does not occur at coolant temperatures below 68 F
(20 C). Lock-up in 2nd gear
occurs
when transaxle oil
temperature exceeds 239 F (115 C).
"L" Position
While driving vehicle in "L" position, check for failure to
upshift to 2nd gear. Check engine braking effect when accelerator
pedal is released.
"R" Position
Shift vehicle into "R" position. Accelerate vehicle and check
for transaxle slippage.
"P" Position
Stop vehicle on incline of 5 degrees or steeper. Shift
vehicle into "P" position and release parking brake. Ensure parking
pawl prevents vehicle from moving.
TIME LAG TEST

1) Engine and transaxle must be at normal operating
temperature. Start engine and ensure idle RPM is within specification
with A/C off. Apply service and parking brakes. Using stop watch,
measure time until engagement shock is felt when shift lever is
shifted from "N" to "D" position.
2) Allow one minute intervals between tests. Perform time
measurement several times and calculate average time. Time should be
less than .7 seconds. Repeat test procedure to test time lag when
shift lever is shifted from "N" to "R" position. Time lag should be
less than 1.2 seconds. If test time is not as described, check
transaxle line pressure. See HYDRAULIC PRESSURE TEST.
SHIFT SPEED SPECIFICATIONS

SHIFT SPEED SPECIFICATIONS (2.3L TURBO) ( 1)

Application MPH
Economy Mode
1st-2nd ............................................. 25
2nd-3rd ............................................. 51
3rd-4th ............................................. 76
4th-3rd ............................................. 53
3rd-2nd ............................................. 31
2nd-1st ............................................. 16
Sport Mode
1st-2nd ............................................. 36
2nd-3rd ............................................. 69
3rd-4th ............................................ 106
4th-3rd ............................................. 62
3rd-2nd ............................................. 47
2nd-1st ............................................. 26
(1) - With shift lever in "D" position and throttle valve

open 60 percent.

SHIFT SPEED SPECIFICATIONS (2.4L NON-TURBO) ( 1)

Application MPH
Economy Mode
1st-2nd ............................................. 24
2nd-3rd ............................................. 48
3rd-4th ............................................. 75
4th-3rd ............................................. 60
3rd-2nd ............................................. 36
2nd-1st ............................................. 15
Sport Mode
1st-2nd ............................................. 35
2nd-3rd ............................................. 68
3rd-4th ............................................ 101
4th-3rd ............................................. 86
3rd-2nd ............................................. 57
2nd-1st ............................................. 24

open 60 percent.
LOCK-UP SPEED SPECIFICATIONS

LOCK-UP SPEED SPECIFICATIONS (2.3L TURBO) ( 1) (2) (3)

Application MPH
Economy & Sport Mode

Lock-Up ON - 4th Gear .............................. 129
Lock-Up OFF - 4th Gear ............................. 124

open 60 percent.
(2) - Lock-up does not occur in
2nd gear
until fluid
(3) - Lock-up occurs in 4th gear only.

LOCK-UP SPEED SPECIFICATIONS (2.4L NON-TURBO) ( 1) (2)

Application MPH
Economy Mode
Lock-Up ON
2nd Gear .......................................... 25
3rd Gear .......................................... 49
4th Gear .......................................... 73
Lock-Up OFF
2nd Gear .......................................... 23
3rd Gear .......................................... 44
4th Gear .......................................... 68
Sport Mode
Lock-Up ON
2nd Gear .......................................... 35
3rd Gear .......................................... 65
4th Gear .......................................... 96
Lock-Up OFF
2nd Gear .......................................... 33
3rd Gear .......................................... 60
4th Gear .......................................... 90

open 60 percent.
(2) - Lock-up does not occur in
2nd gear
until fluid
STALL SPEED TEST

1) Operate engine and transaxle at normal operating
temperature. Connect tachometer to vehicle and ensure it is visible to
driver. Apply parking brake and block all 4 wheels.
CAUTION: DO NOT maintain stall speed RPM for more than 5 seconds.
Transaxle damage may occur.
2) Ensure A/C is off. Start engine, apply brakes and place

transaxle in "D" position. Depress accelerator to full throttle and
note maximum RPM obtained. Repeat test in "R" position. For stall
speed specifications, see STALL SPEED SPECIFICATIONS table.
STALL SPEED SPECIFICATIONS

Engine Application RPM
2.3L Turbo .......................................... 2900

2.4L ................................................ 2650

3) If stall speed RPM recorded is lower or higher then
specified, check fluid color and odor. If fluid color and odor is
normal, replace torque converter. If fluid is discolored or has a
burnt smell, manufacturer recommends replacing transaxle as an
assembly.
HYDRAULIC PRESSURE TEST

1) Ensure transaxle is at normal operating temperature.
Connect pressure gauge to line pressure test port. See Fig. 4.
2) Connect tachometer to vehicle and ensure it is visible to
driver. Block all 4 wheels and fully apply parking brake. Start engine
and ensure idle speed is adjusted properly. Idle speed should be 850
RPM.
3) Apply service brake and shift transaxle into "D" position.
Check line pressure at idle and record pressure reading. Accelerate
engine to stall speed and record line pressure reading.
4) Repeat test procedure in "R" position. If line pressures
are not as specified, check throttle cable adjustment. Adjust throttle
cable as necessary, and repeat test procedure and record pressure
readings. Compare all readings to specification. See LINE PRESSURE
SPECIFICATIONS table.
LINE PRESSURE SPECIFICATIONS

"D" Position
"R" Position
Engine Speed psi (kg/cm ) psi (kg/cm )
Idle Speed ............. 57 (4) ................. 85 (6)
Stall Speed ........... 171 (12) .............. 256 (18)

5) If line pressures are not as specified, internal
components in transaxle may be malfunctioning. Check for Diagnostic
Trouble Codes (DTCs). See SELF-DIAGNOSTIC SYSTEM. If no DTCs are
found, manufacturer recommends replacing transaxle as an assembly.
Fig. 4: Locating Line Pressure Test Port

ON-VEHICLE SERVICE
AXLE SHAFTS
See appropriate AXLE SHAFTS article in AXLE SHAFTS & TRANSFER
CASES section.
THROTTLE & KICKDOWN CABLES

For throttle and kickdown cable adjustments, see appropriate
AUTOMATIC TRANSMISSION SERVICING article in TRANSMISSION SERVICING
section.
TRANSAXLE
For transaxle removal and installation procedure, see
appropriate AUTOMATIC TRANSMISSION REMOVAL article in TRANSMISSION
SERVICING section.
ACCUMULATOR PISTONS & SPRINGS

NOTE: Control valve assembly is equipped with 3 accumulator
pistons and 6 modulator valves. Assembly has 2 cover plates
on opposite sides of assembly.

1) Remove control valve assembly. See CONTROL VALVE ASSEMBLY.
Place control valve assembly on clean workbench. Remove gear selector
valve ("S" shaped) from control valve assembly (transaxle side of
assembly). Remove 6 cover plate bolts, cover plate and gasket. Remove
2 accumulator pistons and 3 springs, and 3 modulator valves and
springs. Note location and direction of all components during removal.
Lay all components on workbench exactly as removed from control valve
assembly.
2) Rotate control valve assembly and remove 6 cover plate
bolts, cover plate and gasket. Remove one accumulator piston and
spring, and 3 modulator valves and springs. Note location and
direction of all components during removal. Lay all components on
workbench exactly as removed from control valve assembly.
3) Clean all components in solvent. Dry with compressed air.
Ensure valve spools are not worn and that valves move easily in their
bores. Valve spools may be dressed using extremely fine emery cloth if
necessary. Measure accumulator valve spring free length and outside
diameter. Replace springs if not within specification. See appropriate
ACCUMULATOR SPRING SPECIFICATIONS table.
4) To install, reverse removal procedure. Replace accumulator
piston seal rings prior to installation. Lubricate seal rings with
ATF. Ensure components are installed in correct direction and
location. Tighten cover plate bolts to 62 INCH lbs. (7 N.m).
ACCUMULATOR SPRING SPECIFICATIONS (1995)

Spring Free Length Outer Diameter
Color In. (mm) In. (mm)
1-Piston Side
Non-Turbo Engine
No Color ......... .96 (24.4) ............ .28 (7.0)
Violet ........... 1.12 (28.5) ........... .31 (8.0)
Blue ............. 1.05 (26.6) ........... .28 (7.0)
Violet ........... 1.89 (48.0) .......... .48 (12.3)
Turbo Engine
Yellow ........... .90 (22.8) ............ .33 (8.3)
Violet ........... 1.12 (28.5) ........... .31 (8.0)
Blue ............. 1.05 (26.6) ........... .28 (7.0)
Violet ........... 1.89 (48.0) .......... .48 (12.3)
2-Piston Side
Non-Turbo Engine
No Color ......... .86 (21.9) ............ .24 (6.0)
White ............ 1.29 (32.8) ........... .28 (7.0)
Yellow ........... 1.21 (30.7) ........... .28 (7.0)
Lt. Green (1) .... 1.38 (35.0) .......... .58 (14.8)
Violet ........... 1.45 (37.0) .......... .44 (11.3)
Green ............ 1.81 (46.0) .......... .60 (15.3)
Turbo Engine
No Color ......... .86 (21.9) ............ .24 (6.0)
White ............ 1.29 (32.8) ........... .28 (7.0)
Blue ............. 1.04 (26.6) ........... .28 (7.0)
Lt. Green (1) .... 1.38 (35.0) .......... .58 (14.8)
No Color ......... 1.81 (46.0) .......... .56 (14.2)
(1) - Not applicable to outer spring attached to piston.

CONTROL VALVE ASSEMBLY

1) Raise and support vehicle. Remove transaxle oil pipe and
drain fluid. Undo clip securing oil temperature sensor harness. Remove
oil pan Torx screws and remove oil pan. Disconnect 4 valve body
solenoid wire connectors, noting wire color and locations. Remove 9
control valve assembly bolts, noting length and location of bolts for
installation reference. Remove control valve assembly.
2) To install, reverse removal procedure. Ensure bolts are
installed in correct locations. Tighten bolts to 89 INCH lbs. (10 N.
m). Install .12" (3 mm) thick bead of sealing compound on oil pan and
install pan. Tighten oil pan Torx screws to 18 ft. lbs. (25 N.m).
GEAR POSITION SENSOR

NOTE: Gear position sensor may also be referred to as neutral
safety switch.

1) Ensure transaxle is in "N" position and parking brake is
applied. Remove battery, battery tray and air intake hose. Remove air
cleaner assembly. Disconnect transaxle cable from shift rod arm.
Remove shift rod arm from sensor. Note position of notch on sensor for
installation reference.
2) Remove nut, washer and seal from sensor. Loosen dipstick
bracket. Remove 2 bolts securing sensor to transaxle. Remove sensor
from control shaft. To install, reverse removal procedure. Ensure
notch on sensor is located in exact position as prior to removal.
Tighten 2 sensor bolts to 18 ft. lbs (25 N.m).
DIAGNOSTIC PROCEDURE
When performing vehicle diagnosis:
* Ensure transaxle fluid level is correct and fluid is neither

contaminated nor aerated.
* Ensure throttle and kickdown cables are properly adjusted.
See appropriate AUTOMATIC TRANSMISSION SERVICING article in
TRANSMISSION SERVICING section.
* Ensure battery is fully charged.
* Perform visual inspection, ensuring all electrical
connections at transaxle, TCM, throttle position sensor, gear
position sensor, speed sensors and brake switch are clean and
properly installed.
* Repair diagnostic trouble codes in order displayed.
NOTE: Volvo diagnostic unit (1995 vehicles) or scan tool (1995 and
1996 vehicles) can be used in 6 different system test
functions using manufacturer’s instructions to activate
system components and perform several tests on transaxle.
See SYSTEM TEST FUNCTIONS.
SELF-DIAGNOSTICS
Signals from various sensors are monitored continuously by
TCM. If certain signals are lost or become faulty, TCM will cut off
electrical signal to transaxle components to protect transaxle. TCM
adopts fixed substitute values (limp-home mode) to enable vehicle to
be driven when certain failures occur. Warning indicator light will
illuminate. Transaxle will not shift gears due to lack of electrical
signal. Transaxle will operate in 4th gear in "D", and in 3rd gear in
"L" position. Manual shifting is possible into all other shift lever
positions. When starting off in limp-home mode, shift lever should be
in "L" position to minimize transaxle wear. Faults are recorded in TCM
memory in the form of Diagnostic Trouble Codes (DTCs).
On 1995 vehicles, DTCs can be displayed using LED on Volvo
diagnostic unit in engine compartment, using Volvo Diagnostic Key Scan
Tool connected to Volvo Data Link Connector (DLC) in engine
compartment, using Volvo System Tester Scan Tool connected to Volvo
Data Link Connector (DLC) in engine compartment, or using an
aftermarket scan tool connected to On-Board Diagnostics II (OBD-II)
Data Link Connector (DLC). OBD-II DLC is located in center console in
front of gear shift lever. Using OBD-II DLC and scan tool will only
output OBD-II DTCs, and not entire range of DTCs. See Figs. 5 and 6.
On 1995 vehicles, on-board Volvo diagnostic unit for
retrieving codes is located in right front of engine compartment. See
Fig. 3. Diagnostic unit is equipped with an LED indicator, activation
button and function select cable. See Fig. 5.
Fig. 5: Identifying Diagnostic Unit Components (1995 Vehicles)

Fig. 6: Locating Data Link Connector (DLC)
Diagnostic unit output socket No. 1 is used to retrieve TCM

diagnostic codes. Once function selector cable has been inserted in
correct socket, depressing button 1-6 times selects from 1 to 6
control (system test) functions. Depress button and keep depressed for
more than one second (but not more than 3 seconds). DTCs stored in
memory are read by observing diagnostic unit LED flashes. Observe LED
and count number of flashes to determine DTC. If LED does not flash,
see DIAGNOSTIC UNIT LED DOES NOT FLASH.
All codes contain 3 digits (example: 2-1-3). Since all codes
have 3 digits, each code requires 3 series of flashes. A 3-second
interval separates each series of flashes. See Fig. 7. For DTC
definition, see appropriate DIAGNOSTIC TROUBLE CODE DEFINITION table
under TROUBLE CODE DEFINITION.
Fig. 7: Counting Red LED Code Flashes For Code 213

DIAGNOSTIC SYSTEM FAULTS

Diagnostic Unit LED Does Not Flash
1) Disconnect diagnostic unit. Turn ignition on. Check for
voltage at diagnostic connector terminal No. 4. If voltage is not
present, check fuse and wiring. If voltage is present, turn ignition
off.
2) Connect an ohmmeter between diagnostic connector terminal
No. 8 and ground. Ohmmeter should indicate approximately zero ohms. If
reading is not approximately zero ohms, check wiring. If wiring is
okay, replace diagnostic unit.
Diagnostic Unit LED Flashes But TCM Does Not Respond

Turn ignition on. Check for voltage at diagnostic connector
terminal No. 2 and ground. Approximately 5 volts should be present.
Check for voltage at diagnostic connector terminal No. 6 and ground.
Approximately 5 volts should be present. If voltage is not as
specified, check wiring and repair as necessary.
MEASURING UNIT
Connecting Measuring Unit (9813190) & Adapter (9813195)
1) Measuring unit is used to measure system voltage while
engine is running. Measuring unit also is used to check individual
circuit resistance without influence from other systems.
2) Disconnect negative battery cable. Remove TCM cover
located in right front engine compartment. See Fig. 3. Remove TCM.
Press adapter into TCM base. Position adapter lead at front of TCM and
thread through slot next to TCM.
3) Press TCM, with adapter connected, into connector in
bottom of TCM box. Connect measuring unit to adapter 60-pin connector.
See Fig. 8.
Fig. 8: Installing Measuring Unit & Adapter

CLEARING CODES
1995 Vehicles
1) On 1995 vehicles, codes can be cleared only after all DTCs
have been displayed and first DTC has been repeated at least once. To
clear DTC, turn ignition on. Press test button on diagnostic unit and
hold for more than 5 seconds. Wait for LED response.
2) Press button again and hold for more than 5 seconds. LED
should go out when button is released. Ensure codes have been cleared
by pressing button once. If LED displays code 111, codes have been
cleared.
TCM LOCATION
TCM is located in right front of engine compartment, between
coolant recovery reservoir and washer fluid reservoir. See Fig. 3.
SYSTEM TEST FUNCTIONS

CAUTION: Never disconnect or connect TCM connector with ignition
switch in ON position.
Follow tool manufacturer’s instructions if retrieving codes

with Volvo Diagnostic Key Scan Tool, Volvo System Tester Scan Tool or
generic scan tool. Volvo Diagnostic Key Scan Tool and Volvo System
Tester Scan Tool must be connected to Volvo DLC located in engine
compartment. Generic scan tool must be connected to DLC located in
console in front of gear shift lever. See Fig. 6.
Volvo Self-Diagnostic System

System is capable of self-diagnostic functions through the
use of diagnostic unit in engine compartment, or manufacturer’s scan
tool. Access to diagnostic system is provided by socket No. 1 on
diagnostic unit with ignition on. See Fig. 5. System has 6 test modes.
Test mode No. 1 is used to display and clear codes. Test mode No. 2 is
used to verify operation of system components. Test mode No. 3
operates components in a certain order.
Test mode No. 4 activates individual components to verify
component operation when a specific code is input into diagnostic
unit. Test mode No. 5 reads data values of various sensors. Values are
for vehicle speed, throttle position, engine RPM and transaxle oil
temperature. Test mode No. 6 is used to enter data to reset adaptive
values for throttle signal and shift speed adjustment function. Shift
speed must be reset when transaxle has been replaced.
NOTE: Manufacturer recommends use of scan tool when test modes No.
5 and 6 are performed. Follow manufacturer’s instructions
when performing these modes.
CAUTION: After displaying DTCs, ignition must be switched off BEFORE

engine is started.
Test Mode No. 1 (Displaying Codes)

1) To display DTCs, open diagnostic unit cover (located in
right corner of engine compartment) and connect test lead to socket
No. 1. Turn ignition on. Enter test mode No. 1 by pressing test button
once for 1-3 seconds.
2) Observe LED, and count number of flashes in 3 digit series
comprising a DTC. Because series are displayed at 3-second intervals,
codes can be easily distinguished.
3) If a DTC is displayed, refer to appropriate DIAGNOSTIC
TROUBLE CODES DEFINITION table under TROUBLE CODE DEFINITION. Depress
button again, and check for additional codes. Depress button a third
time if necessary. If first code repeats, no other codes are present.
Test Mode No. 1 (Clearing Codes)
1) Codes can be cleared only after all DTCs have been
displayed and first DTC has been repeated at least once. To clear
DTCs, turn ignition on. Press button on diagnostic unit and hold for
more than 5 seconds. Wait for LED response.
2) Press button again and hold for more than 5 seconds. LED
should go out when button is released. Ensure codes have been cleared
by pressing button once. If LED flashes code 1-1-1, codes have been
cleared.
Test Mode No. 2 (Verifying Operation Of System Components)

1) Sensors and switches are activated by diagnostic unit.
When TCM receives a signal, a response code is displayed for each
input signal. This function checks component operation, wiring and
connections in each circuit. If response code is displayed, component
and circuit are okay. If response code is not displayed, TCM has not
received a signal. Check appropriate component or circuit and repair
as necessary.
2) This test mode is activated by briefly pressing test
button on diagnostic unit 2 times, causing LED to rapidly flash. TCM
will flash a code indicating receipt of a signal from components.
3) Activate sensors or switches by operating appropriate
component as described in RESPONSE CODE IDENTIFICATION table.
Diagnostic unit LED should display appropriate response code.
NOTE: For optimum results, components should be activated in order

given in RESPONSE CODE IDENTIFICATION table. Components may
be tested individually if necessary.
RESPONSE CODE IDENTIFICATION

Component Circuit Response
& Position Tested (1) Code
Gear Position Sensor

"R" To "P" ................. Park ................ 242
"P" To "R" ................ Reverse .............. 144
"R" To "N" ................ Neutral .............. 241
"N" To "D" ................. Drive ............... 214
"D" To "3" ............... 3rd Gear .............. 224
"3" To "L" ............... Low Gear .............. 234
Any Position ........ (2) Position Sensor ........ 243
Mode Selector Switch
Economy ................ Economy Mode ............ 244
Sport ................... Sport Mode ............. 314
Winter .................. Winter Mode ............ 324
Brake Pedal Depressed .... Brake Switch ............ 334
Acc. Pedal At WOT ....... Kickdown Switch .......... 341
(1) - If response code is displayed, component and circuit

tested are okay.
(2) - If response code 2-4-3 is present, gear position
sensor is faulty.

Test Mode No. 3 (Operating Components In Specified Order)
1) Output signals are checked at various actuators to
determine component operation. Testing is performed in a cycle in
which each component is activated 6 times with a short delay between
each activation. A longer delay occurs prior to testing next
component. The entire cycle is repeated 3 times, then test is exited
automatically.
2) Test must be performed with shift lever in "P" or "N"
position, and vehicle must be stopped. Test cannot be performed while
driving vehicle. Output signals can be monitored by watching or
listening to appropriate component to be activated. Engine RPM will
increase during drive compensation activation and decrease during
torque limiting activation. If any signal fails to activate a
component, check wire circuit and repair as possible.
3) This test mode is activated by briefly pressing test
button on diagnostic unit button 3 times. LED will flash each time
component is activated. Components will be activated in the following
order:
* No. 1 Shift Solenoid.

* No. 2 Shift Solenoid.
* Torque Converter Lock-Up Solenoid.
* Line Pressure Solenoid.
* Warning Indicator Light In Instrument Panel Flashes.
* Fault Indication Signal (OBD-II) Malfunction Indicator Light.
* Torque Limiting Signal (TCT).
* Drive Compensation For Idling.
* Torque Limiting Signal TC2 When Engine Idling.
* Torque Limiting Signal TC1 When Engine Idling.
NOTE: Engine idle speed will change during drive compensation, TC1
and TC2 activation.
Test Mode No. 4 (Activating Individual Components)

1) Test mode No. 4 activates individual components to verify
operation when a specific code is input into diagnostic unit.
Components are activated 6 times in sequence. Shift lever must be in
"P" or "N" position and vehicle must be stopped. Rate of code
transmission between TCM and diagnostic unit can be changed to 2 or 10
times the basic rate. Doubled rate can be used for reading codes from
diagnostic unit LED. Highest rate is selected automatically when Volvo
scan tool is used.
2) To activate test mode No. 4, push diagnostic unit button 4
times. Enter code for chosen component. See COMPONENT ACTIVATION CODES
table. One digit is entered each time diagnostic unit LED is lit.
Diagnostic unit LED flashes when chosen component is activated. After
testing components, system automatically exits test mode No. 4.
COMPONENT ACTIVATION CODES

Component Code
No. 1 Shift Solenoid ................................. 342

No. 2 Shift Solenoid ................................. 343
Lock-Up Solenoid ..................................... 344
Line Pressure Solenoid ............................... 411
Warning Indicator Light .............................. 412
Drive Compensation (1) ............................... 414
Torque Limiting TC2 (1) .............................. 422
Torque Limiting TC1 (1) .............................. 423
Basic Code Transmission Rate ......................... 311
2 Times Basic Code Transmission Rate ................. 312
10 Times Basic Code Transmission Rate ................ 313
(1) - Engine idle speed will change during activation.

TROUBLE CODE DEFINITION

DIAGNOSTIC TROUBLE CODE DEFINITIONDTC/OBD-II

DTC/OBD-II DTC Warning Light On (1) Fault/Repair
112/P0750 ............... Yes ..........

Short To Voltage In No. 1
Shift Solenoid Circuit
113/P0755 ............... Yes .......................... TCM Fault
114 ...................... No ............... Mode Selector Switch
Circuit Malfunction
121/P0750 ............... Yes ........... Short To Ground In No. 1
122/P0750 ............... Yes ................ Open In No. 1 Shift
Solenoid Circuit
123/P0745 ............... Yes .. Short To Voltage In Line Pressure
Solenoid (STH) Circuit
124 ...................... No ............ Short To Ground In Mode
Selector Switch Circuit
131 ..................... Yes .... Open Or Short To Ground In Line
Pressure Solenoid (STH) Circuit
132/P0745 ............... Yes .......................... TCM Fault
134 ...................... No .............. Incorrect Load Signal
141 ...................... No ... Short Circuit In Oil Temperature
Sensor Circuit
142 ...................... No ............ Open In Oil Temperature
Sensor Circuit
143 ...................... No ........ Short To Ground In Kickdown
Switch Circuit
211/P0750 ............... Yes .......................... TCM Fault
212/P0755 ............... Yes .......... Short To Voltage In No. 2
213/P0120 ............... Yes ........... Throttle Position Sensor
Signal Too High
221/P0755 ............... Yes ........... Short To Ground In No. 2
222/P0755 ............... Yes ................ Open In No. 2 Shift
Solenoid Circuit
223/P0120 ............... Yes ........... Throttle Position Sensor
Signal Too Low
231 ..................... Yes .......... Erratic Throttle Position
Sensor Signal
232/P0500 ............... Yes ...... Speedometer Signal Missing Or
Vehicle Speed Signal Missing
233 ..................... Yes ....... Speedometer Signal Incorrect
235 ................... (2) Yes ............. High Oil Temperature
245 ..................... Yes ............ Open Or Short In Torque
Limiting Circuit
311/P0715 ............... Yes .............. RPM Signal Missing Or
Transmission Speed Sensor
Signal Missing
312 ..................... Yes ............... RPM Signal Incorrect
313/P0705 ............... Yes ............... Gear Position Sensor
Signal Incorrect
321/P0731, 322/P0732,
323/P0733 & 324/P0734 .. Yes ............... Incorrect Gear Ratio
322/P0730 (3) ........... Yes ... Gear Ratio Information Incorrect
323 (3) ................. Yes .... Lock-Up Slips Or Is Not Engaged
331 ...................... No ........ Short To Voltage In Lock-Up
Solenoid Circuit
332 ...................... No ... Open In Lock-Up Solenoid Circuit
333 ...................... No ......... Short To Ground In Lock-Up
Solenoid Circuit
341 ..................... Yes ............. Lock-Up Function Slips
Or Disengages
411 ...................... No .............. Control Module EEPROM
Memory Fault
421 ...................... No ............ Battery Voltage Too Low
(1) - Warning light is located in instrument panel. When a

fault occurs, DTC is recorded and warning light comes
on. If fault is intermittent, warning light will go
out, but DTC will remain.
(2) - Only for as long at oil temperature remains high.
(3) - If DTC is present, mechanical malfunction has occurred.
Manufacturer recommends replacing transaxle assembly.
CIRCUIT & COMPONENT TESTING
BRAKE SWITCH
1) Ensure ignition is off. Remove sound insulator to gain
access to brake switch, located at top of brake lever. Connect a
voltmeter between brake switch terminal No. 1 (Red wire) and a good
known ground. Battery voltage should be present. If battery voltage is
not present, check for open circuit between terminal No. 1 and brake
switch fuse.
2) Disconnect brake switch connector. Connect an ohmmeter
between brake switch terminals No. 1 (Red wire) and 2 (Yellow wire).
With brake pedal released, resistance should be infinite. With brake
pedal depressed, resistance should be zero ohms. If resistance is not
as specified, replace brake switch.
KICKDOWN SWITCH
Ensure ignition switch is off. Disconnect kickdown switch
connector from switch. Using a DVOM, measure resistance between switch
terminals when accelerator pedal is in WOT position. Resistance should
be zero ohms. While slowly releasing accelerator pedal continue to
measure resistance. Resistance should be infinite in all other pedal
positions. If kickdown switch does not test as described, replace
switch.
MODE SELECTOR SWITCH

1) Ensure ignition switch is off. Disconnect mode selector
switch from center bracket. Disconnect switch connector from switch.
Using a DVOM, measure resistance between switch terminals No. 2
(Green/Orange wire) and 5 (Light Blue wire) when switch is in SPORT
mode. Resistance should be infinite. When mode selector switch is
moved to any other position, zero ohms should exist.
2) Measure resistance between switch terminals No. 3
(Brown/Gray wire) and 5 (Light Blue wire) when switch is in ECON mode.
Resistance should be infinite. When mode selector switch is moved to
any other position, zero ohms should exist. If resistance is not as
specified, replace mode selector switch.
OIL TEMPERATURE SENSOR

1) Ensure ignition switch is off. Connect measuring unit to
TCM. See Fig. 8. Using a DVOM, measure resistance between measuring
unit terminals No. 14 and 15. If resistance is as specified in OIL
TEMPERATURE SENSOR RESISTANCE table, sensor and wiring are okay. If
resistance is not as specified, go to next step.
2) Disconnect transaxle 26-pin connector. See Fig. 2. Connect
DVOM leads to 26-pin connector terminals No. 12 and 13. See Fig. 9.
Measure resistance between 26-pin connector terminals (oil temperature
sensor terminals) as transaxle fluid temperature gradually increases.
See OIL TEMPERATURE SENSOR RESISTANCE table. If resistance is not as
specified, replace oil temperature sensor.
OIL TEMPERATURE SENSOR RESISTANCE

Temperature
Resistance
F ( C) (Ohms)
32 (0) .............................................. 2000

68 (20) .............................................. 900
104 (40) ............................................. 400
176 (80) ............................................. 125
212 (100) ............................................. 75
302 (150) ............................................. 27
RPM SENSOR
TCM. See Fig. 8. Using a DVOM, measure resistance between measuring
unit terminals No. 1 and 2. Resistance should be 300-600 ohms. If
resistance is as specified, sensor and wiring are okay. If resistance
is not as specified, go to next step.
2) Measure resistance between transaxle 26-pin connector
terminals No. 16 and 17. See Fig. 9. Resistance should be 300-600
ohms. If resistance is as specified, sensor is okay. If resistance is
not as specified, replace sensor.
THROTTLE POSITION SENSOR (TPS)

TCM. See Fig. 8. Turn ignition switch on. Using a DVOM, measure
voltage between measuring unit terminals No. 20 and 50. Voltage should
be .2 volt with throttle closed and up to 4.8 volts with wide open
throttle (WOT). If voltage is as specified, sensor is okay. If voltage
is not as specified, replace sensor.
2) Using a DVOM, measure voltage between measuring unit
terminal No. 20 and a good known ground. Voltage should be less than .
7 volt. If voltage is as specified, TCM is properly grounded. If
voltage is not as specified, check for poor ground connection.
TORQUE LIMITING SIGNAL VOLTAGE

1) Ensure ignition is off. Connect measuring unit to TCM. See
Fig. 8. Turn ignition on. Check torque limiting signals using test
mode No. 4. Using a DVOM, measure voltage at measuring unit terminals
No. 20 and 32 (TC1), terminals No. 20 and 33 (TC2) and between
terminals No. 20 and 34 (acknowledged signal). Voltage should vary
between zero and 5 volts at each pair of terminals.
2) If TC1 and/or TC2 voltage is not as specified, fault is in
TCM. If TC1 voltage is correct, but TC2 voltage is not, fault is in
wiring to TCM. If all voltage measurements are correct, but fault is
still present, replace TCM.
VEHICLE SPEED SENSOR (VSS)

1) To check speed signal, connect measuring unit to TCM. See
Fig. 8. Raise and support front wheels of vehicle. Set shift lever to
" N" position. Turn ignition on.
2) Connect voltmeter between measuring unit terminals No. 20
and 48. Battery voltage should be present. Block one front wheel and
spin other wheel rapidly. Voltage should be 4-7 volts. If voltage is
consistently high or low, check wiring for an open or short circuit.
If no fault is found, replace TCM.
3) To check speed signal wiring to instrument panel, connect
measuring unit to instrument panel 30-pin connector. Ensure ignition
is off. Using a DVOM, measure resistance between measuring unit
terminal No. 6 and TCM connector "B" terminal No. 18. See Fig. 10.
4) Resistance should be zero ohms. If resistance is not as
specified, check wiring circuit and repair as necessary. If resistance
is as specified, check for incorrect installation of wiring which may
cause interference, such as ignition wiring, mobile phone, etc.
VALVE BODY SOLENOIDS

1) Remove transaxle oil pan. Disconnect solenoid wire
connector(s). For solenoid wire color identification, see SOLENOID
WIRE COLOR IDENTIFICATION table. Using a DVOM, measure resistance
between appropriate solenoid terminal and ground. Resistance should
be10-15 ohms for No. 1, No. 2 and torque converter lock-up solenoids.
If resistance is not as specified, replace solenoid.
2) Using DVOM, measure resistance between line pressure
solenoid terminals. Resistance should be 2-6 ohms. If resistance is
not as specified, replace solenoid.
SOLENOID WIRE COLOR IDENTIFICATION

Solenoid Wire Color
No. 1 .............................................. White

No. 2 .............................................. Black
Line Pressure ............................... Blue & Brown
Torque Converter Lock-Up ............................. Red
VALVE BODY SOLENOID CIRCUITS

Using a DVOM, measure resistance between appropriate solenoid
wire connector and appropriate terminal at transaxle 26-pin connector.
Resistance should be zero ohms for each solenoid wire. For transaxle
connector terminal locations, See Fig. 9. For transaxle connector
terminal identification, see TRANSAXLE CONNECTOR TERMINAL
IDENTIFICATION table. If resistance is not as specified, repair
appropriate circuit as necessary.
TRANSAXLE CONNECTOR TERMINAL IDENTIFICATION

Terminal No. (1) (2) Component
1-9 ................................. Gear Position Sensor

12 & 13 ........................... Oil Temperature Sensor
16 & 17 ....................................... RPM Sensor
21 .................................. No. 1 Shift Solenoid
22 .................................. No. 2 Shift Solenoid
23 ...................................... Lock-Up Solenoid
24 & 25 ........................... Line Pressure Solenoid
(1) - For terminal locations, See Fig. 9.

(2) - Terminals No. 8 and 26 are blank.

Fig. 9: Identifying Transaxle Connector Terminals
TCM WIRING CIRCUITS

If component and/or circuit fault is diagnosed, check
appropriate circuit between component and TCM connector terminal(s)
and repair as necessary. If component and circuits are okay, replace
TCM. For TCM connector terminal locations, See Fig. 10. For TCM
connector terminal identification, see TCM CONNECTOR TERMINAL
IDENTIFICATION table.
TCM CONNECTOR TERMINAL IDENTIFICATION

Terminal No. (1) (2) Component
Connector "A"
1 ..................................... RPM/Speed Sensor
2 .............................. RPM/Speed Sensor Ground
3 ................................. Gear Position Sensor
9 ..................................... Lock-Up Solenoid
10 ....................................... Battery Power
14 .............................. Oil Temperature Sensor
15 ....................... Oil Temperature Sensor Ground
20 ....................................... Signal Ground
22 .............................. Line Pressure Solenoid
23 ....................... Line Pressure Solenoid Ground
27 ................................ No. 1 Shift Solenoid
28 ................................ No. 2 Shift Solenoid
29 ........................................ Power Ground
30 ................. Battery Voltage Via Ignition Switch
Connector "B"
2 ...................................... Torque Limiting
3 ...................................... Torque Limiting
4 ................... Torque Limiting Acknowledge Signal
5 .................................... Diagnostic Output
7 .............................. Warning Indicator Light
12 ......................................... Engine Load
14 ................................ Gear Position Sensor
16 ................................ Mode Selector Switch
17 ................................ Mode Selector Switch
18 ......................................... Speedometer
20 ............................ Throttle Position Sensor
26 ........................................ Brake Switch
30 ..................................... Kickdown Switch
(1) - For terminal locations, See Fig. 10.

(2) - Terminals not listed are blank.

Fig. 10: Identifying TCM Connector Terminals
DIAGNOSTIC TESTING (1995)

DTC 112/P0750: SHORT TO VOLTAGE IN NO. 1 SHIFT SOL CIRCUIT
1) Turn ignition on. Set gearshift lever to "P" position.
Check solenoid function by using test mode No. 4 or Volvo scan tool.
See TEST MODE NO. 4.
2) If solenoid operates, check wiring for an intermittent
short circuit in Green/White wire. If solenoid does not operate, check
Green/White wire for a short circuit. If wiring is okay, replace
solenoid.
DTC 113/P0755: TCM FAULT

1) Turn ignition off. Turn off all equipment in the vehicle
that uses battery power. Disconnect TCM. Connect measuring unit to TCM
connector. Leave TCM disconnected. Connect ohmmeter between measuring
unit terminal No. 20 and ground, and between measuring unit terminal
No. 29 and ground. If ohmmeter reads zero ohms, go to next step. If
ohmmeter does not read zero ohms, check grounds for an open circuit.
2) Reconnect TCM. Turn ignition on. Turn on as many power
consuming items as possible. Connect voltmeter between measuring unit
terminals No. 20 and 29. If voltmeter reads less than .6 volts, go to
next step. If voltmeter does not read less than .6 volts, check
grounds for an open circuit.
3) Ensure ignition is off. Connect measuring unit to TCM
connector. Ensure TCM is connected. Connect an additional measuring
unit to ECM connector. Ensure ECM is connected. Turn ignition on. Turn
on as many power consuming items as possible. Connect voltmeter
between TCM measuring unit terminal No. 20 and ECM measuring unit
terminal No. 20 (non-turbo) or No. 42 (turbo). If voltmeter reads less
than 10 volts, go to next step. If voltmeter does not read less than
10 volts, check ground points for an open circuit or poor terminal
contact. Repair as necessary.
4) Ensure ignition is on. Connect voltmeter between TCM
measuring unit terminals No. 29 and 30. If voltmeter reads about
battery voltage, go to next step. If voltmeter does not read about
battery voltage, check for an open circuit in Blue/Red wire between
TCM terminal A30 and fuse No. 11-1. Repair as necessary.
measuring unit terminals No. 10 and 20. If voltmeter reads about
battery voltage, go to next step. If voltmeter does not read about
battery voltage, check for an open circuit in wiring between battery
positive terminal and TCM terminal A30 (Blue/Red wire). Repair as
necessary.
6) Ensure ignition is off. Disconnect measuring unit.
Reconnect TCM. Turn ignition on. Clear DTCs. Test drive vehicle at a
speed greater than 15 MPH. If DTC resets, replace TCM.
DTC 114: MODE SELECTOR SWITCH CIRCUIT MALFUNCTION

1) Ensure ignition is off. Using a screwdriver, carefully pry
off selector switch from console. Check wires at back of switch for
poor terminal contact. Repair as necessary. If terminal contact is
okay, check Black ground wire for good terminal contact. Repair as
necessary. If Black ground wire is okay, go to next step.
2) Turn ignition on. Connect voltmeter between selector
switch Brown/Green and Black wires. If about 11 volts are present, go
to step 4). If zero voltage is present, go to next step. If battery
voltage is present, check Brown/Green wire for a short circuit to
voltage.
3) Check TCM connector for poor terminal contact. Repair as
necessary. If TCM connector is okay, check for an open circuit in
Brown/Green wire.
4) Connect voltmeter between selector switch Green/Orange and
Black wires. If about 11 volts are present, go to step 6). If zero
voltage is present, go to next step. If battery voltage is present,
check Green/Orange wire for a short circuit to voltage.
necessary. If TCM connector is okay, check for an open circuit in
Green/Orange wire.
6) Turn ignition off. Switch selector to position "S".
Connect ohmmeter between Brown/Green and Black wires. Switch selector
to position "E". Connect ohmmeter between Green/Orange and Black
wires. If ohmmeter does not read zero ohms in both cases, replace
driving mode selector module. If ohmmeter reads zero ohms, DTC was set
because of poor terminal contact in mode selector connector.
DTC 121/P0750: SHORT TO GROUND IN NO. 1 SHIFT SOL CIRCUIT

See TEST MODE NO. 4. If solenoid operates, check Green/White wire for
an intermittent short circuit. If solenoid does not operate, go to
next step.
2) Turn ignition off. Remove air cleaner housing to access
transaxle connector. Disconnect transaxle connector. Connect ohmmeter
between transaxle connector terminal No. 21 (Green/White wire) and
ground. If ohmmeter does not read 10-15 ohms, go to next step. If
ohmmeter reads 10-15 ohms, check for short circuit to ground in
Green/White wire.
3) Access and disconnect shift solenoid No. 1. Connect
ohmmeter between pin on solenoid and ground. If ohmmeter reads about
10-15 ohms, check for short circuit to ground in Green/White wire. If
ohmmeter does not read about 10-15 ohms, replace solenoid.
DTC 122/P0750: OPEN IN NO. 1 SHIFT SOLENOID CIRCUIT

See TEST MODE NO. 4. If solenoid operates, check Green/White wire for
an intermittent short circuit. If solenoid does not operate, go to
next step.
2) Turn ignition off. Connect measuring unit to TCM. Connect
ohmmeter between measuring unit terminals No. 20 and 27. If ohmmeter
reads about 10-15 ohms, repair poor terminal contact at TCM connector.
If ohmmeter does not read about 10-15 ohms, go to next step.
3) Remove air cleaner housing to access transaxle connector.
Disconnect transaxle connector. Connect ohmmeter between transaxle
connector terminal No. 21 (Green/White wire) and measuring unit
terminal No. 27. If ohmmeter reads about zero ohms, go to next step.
If ohmmeter does not read about zero ohms, check for open circuit in
Green/White wire.
4) Disconnect transaxle connector. Connect ohmmeter between
transaxle connector terminal No. 21 (Green/White wire) and ground. If
ohmmeter reads 10-15 ohms, repair poor terminal contact at TCM
connector. If ohmmeter does not read 10-15 ohms, go to next step.
10-15 ohms, check for short circuit to ground in Green/White wire. If
DTC 123/P0745: SHORT TO VOLTAGE IN LINE PRESSURE SOLENOID

(STH) CIRCUIT

See TEST MODE NO. 4. If solenoid operates, check Violet/White or
Violet wire for an intermittent short circuit. If solenoid does not
operate, go to next step.
reads 2-6 ohms, repair short to voltage in control signal wiring. If
control signal wiring is okay, replace TCM. If ohmmeter does not read
2-6 ohms, go to next step.
connector terminals No. 24 (Violet wire) and No. 25 (Violet/White
wire). If ohmmeter reads about 2-6 ohms, check for short circuit in
Violet and Violet/White wiring. If ohmmeter does not read about 2-6
ohms, go to next step.
4) Access and disconnect solenoid STH. Connect ohmmeter
between pins on solenoid connector. If ohmmeter reads about 2-6 ohms,
check Violet and Violet/White wiring between solenoid STH and
transaxle connector terminals No. 24 and 25 for a short circuit. If
ohmmeter does not read about 2-6 ohms, replace TCM.
DTC 124: SHORT TO GROUND IN MODE SELECTOR SWITCH CIRCUIT

1) Turn ignition off. Carefully pry driving mode selector
switch from center console. Ensure controls for selector operate
smoothly and do not stick. Ensure "W" button does not stick in
depressed position and operates smoothly without catching. Shake
driving mode selector to see if there are loose parts in the switch.
Replace as necessary. If driving mode selector is okay, go to next
step.
2) Disconnect driving mode selector connector. Put switch in
mode "E". Connect ohmmeter between selector terminal Brown/Green and
Black wires. Put switch in mode "S". Connect ohmmeter between
Green/Orange and Black wires. Ensure "W" button is up. Connect
ohmmeter between Green/Orange and Brown/Green wires. If ohmmeter reads
infinite resistance for all tests, go to next step. If ohmmeter does
not read infinite resistance for all tests, replace driving mode
selector module.
3) Disconnect TCM. Connect ohmmeter between TCM side of
selector terminal Brown/Green and Black wires. If ohmmeter reads
infinite resistance, check for short circuit to ground in Green/Orange
wire. If ohmmeter does not read infinite resistance, check for short
circuit to ground in Brown/Green wire.
DTC 131: OPEN OR SHORT TO GROUND IN LINE PRESSURE SOLENOID

(STH) CIRCUIT
1) Check for open or short circuit to ground in control

signal wiring or signal wiring. See DTC 113: TCM FAULT. If wiring is
okay, check solenoid voltage supply. Repair as necessary. If voltage
supply is okay, go to next step.
2) Ensure ignition is off. Open control system and access
solenoid. Disconnect solenoid. Connect ohmmeter between terminals in
solenoid connector. If ohmmeter reads 2-6 ohms, check Violet/White and
Violet wires for an open circuit. If ohmmeter does not read 2-6 ohms,
replace TCM.

Check TCM connector for poor terminal contact. Repair as
necessary. Check for open circuit in TCM voltage supply or grounds.
See DTC 113: TCM FAULT. Repair as necessary. If TCM connector and
voltage/ground circuits are okay, replace TCM.
DTC 134: INCORRECT LOAD SIGNAL
1) Load signal from ECM provides information to TCM on torque
being delivered by engine. If TCM does not register an incoming load
signal when RPM sensor on transmission gives a signal that input shaft
RPM is greater than about 600 RPM, DTC 134 will set.
2) If DTC 134 is set, check for poor terminal contact in
connectors between TCM and ECM. Also check for an open, short circuit
to voltage, or short circuit to ground in signal wiring between ECM
and TCM. If all circuits are okay, connect scan tool to DLC. Ensure
engine is warm, transmission is in neutral, and A/C is off. Select
SCROLLING VALUES. Load signal should be about 35. If load signal is
okay, replace TCM. If load signal is not okay, replace ECM.
DTC 141: SHORT CIRCUIT IN OIL TEMPERATURE SENSOR CIRCUIT

1) Check for short circuit to ground in oil temperature
sensor signal wiring. Repair as necessary. If wiring is okay, go to
next step.
2) Ensure ignition is off. Disconnect transaxle connector.
Connect ohmmeter between transaxle connector terminals No. 12
(Blue/Green wire) and No. 13 (Blue/Black wire). See OIL TEMPERATURE
SENSOR RESISTANCE table. If resistance is to specification, check
Blue/Green wire for a short circuit to ground. If resistance is not to
specification, replace oil temperature sensor.
OIL TEMPERATURE SENSOR RESISTANCE

F ( C) Ohms
0 (0) .......................................... 1700-2300

68 (20) ......................................... 765-1035
104 (40) ......................................... 340-460
176 (80) ......................................... 107-143
212 (100) .......................................... 64-86
302 (150) .......................................... 23-31
DTC 142: OPEN IN OIL TEMPERATURE SENSOR CIRCUIT

1) Check for open or short circuit to ground or voltage in
oil temperature sensor signal wiring. Repair as necessary. If wiring
is okay, go to next step.
2) Ensure ignition is off. Remove air cleaner housing to
access transaxle connector. Disconnect transaxle connector. Connect
ohmmeter between transaxle connector terminal No. 13 (Blue/Black wire)
and ground. If ohmmeter reads about zero ohms, go to step 4). If
ohmmeter does not read about zero ohms, go to next step.
necessary. Connect ohmmeter between transaxle connector terminal No.
13 and ground. If ohmmeter reads about zero ohms, DTC was set because
of poor terminal contact. If ohmmeter does not read about zero ohms,
check Blue/Black wire for an open circuit.
4) Turn ignition on. Connect voltmeter between transaxle
connector terminal No. 12 (Blue/Green wire) and ground. If voltmeter
reads about 5 volts, check oil temperature sensor resistance. See DTC
141: SHORT CIRCUIT IN OIL TEMPERATURE SENSOR CIRCUIT. If voltmeter
reads less than 5 volts, go to next step. If voltmeter reads greater
than 5 volts, check Blue/Green wire for a short circuit to voltage. If
wire is okay, check oil temperature sensor resistance. See DTC 141:
SHORT CIRCUIT IN OIL TEMPERATURE SENSOR CIRCUIT.
5) Turn ignition off. Check TCM connector for poor terminal
contact. Repair as necessary. Connect voltmeter between transaxle
connector terminal No. 12 (Blue/Green wire) and ground. If voltmeter
reads about 5 volts, DTC set because of poor contact in TCM connector.
If voltmeter does not read about 5 volts, check Blue/Green wire for an
open circuit.
DTC 143: SHORT TO GROUND IN KICKDOWN SWITCH CIRCUIT

1) Check for short circuit to ground in signal wiring between
TCM and ECM. Connect measuring unit to TCM and another measuring unit
to ECM. Turn ignition on. Connect voltmeter between TCM measuring unit
terminal No. 20 and ECM measuring unit terminal No. 20 (non-turbo) or
No. 42 (turbo).
2) If voltage is less than .10 volt, check kickdown switch.
Replace as necessary. If voltage is greater than .10 volt, check
grounds and wiring for poor terminal contact. Repair as necessary.

Check voltage drop over signal ground and power ground. See
DTC 113: TCM FAULT. If voltage drop and power ground are okay, check
voltage supply to TCM. If voltage supply to TCM is okay, replace TCM.
DTC 212/P0755: SHORT TO VOLTAGE IN NO. 2 SHIFT SOL CIRCUIT

Turn ignition on. Check solenoid using diagnostic test mode
No. 4 or scan tool. See TEST MODE NO. 4. If solenoid operates, fault
is intermittent. Check for loose wiring. If solenoid does not operate,
check Brown/White wire for a short circuit to voltage.
DTC 213/P0120: THROTTLE POSITION SENSOR SIGNAL TOO HIGH

Check throttle position sensor signal. See appropriate K -
SENSOR RANGE CHARTS article in ENGINE PERFORMANCE. Repair as
necessary. If sensor signal is okay, check voltage drop over signal
ground and power ground. See DTC 113: TCM FAULT. Repair as necessary.
DTC 221/P0755: SHORT TO GROUND IN NO. 2 SHIFT SOL CIRCUIT

See TEST MODE NO. 4. If solenoid operates, check wiring for an
intermittent short circuit. If solenoid does not operate, go to next
step.
2) Turn ignition off. Remove air cleaner housing to access
transaxle connector. Disconnect transaxle connector. Connect ohmmeter
between transaxle connector terminal No. 22 (Violet wire) and ground.
If ohmmeter does not read 10-15 ohms, go to next step. If ohmmeter
reads 10-15 ohms, check for short circuit to ground in Violet wire.
10-15 ohms, check for short circuit to ground in Violet wire. If
DTC 222/P0755: OPEN IN NO. 2 SHIFT SOLENOID CIRCUIT

step.
reads about 10-15 ohms, repair poor terminal contact at TCM connector.
If ohmmeter does not read about 10-15 ohms, go to next step.
connector terminal No. 22 (Violet wire) and measuring unit terminal
No. 28. If ohmmeter reads about zero ohms, go to next step. If
ohmmeter does not read about zero ohms, check for open circuit in
Violet wire.
4) Disconnect transaxle connector. Connect ohmmeter between
transaxle connector terminal No. 22 (Violet wire) and ground. If
ohmmeter reads 10-15 ohms, repair poor terminal contact at TCM
connector. If ohmmeter does not read 10-15 ohms, go to next step.
ohmmeter between solenoid terminal and ground. If ohmmeter reads about
10-15 ohms, check for short circuit to ground in Violet wire. If
DTC 223/P0120: THROTTLE POSITION SENSOR SIGNAL TOO LOW

1) Throttle Position (TP) sensor signal is normally .5-4.2
volts. Opening throttle increases signal voltage. If TPS voltages are
not to specification, check voltage drop over signal ground and power
ground. See DTC 113: TCM FAULT. Repair as necessary. If voltage drop
and power ground are okay, go to next step.
2) Ensure ignition is off. Disconnect TCM and ECM modules.
Connect ohmmeter between TCM measuring unit terminal No. 20 and ECM
measuring unit terminal No. 50 (non-turbo) or No. 20 (turbo). If
read about zero ohms, check Green/Brown wire between TCM and ECM for
an open circuit.
3) Connect ohmmeter between TCM measuring unit terminals No.
50 and 20. If ohmmeter reads infinite resistance, go to next step. If
ohmmeter does not read infinite resistance, check Green/Brown wire
between TCM and ECM for a short circuit to ground.
4) Ensure ignition is off. Connect measuring unit to TCM.
Connect ECM control modules. Turn ignition on. Measure voltage between
measuring unit terminals No. 50 and 20. Press accelerator pedal. If
voltmeter reads about .5 volt for closed throttle, and about 4.2 volts
for wide open throttle, DTC was set due to poor terminal contact at
ECM connector or ground. If voltmeter does not read about .5 volt for
closed throttle, and about 4.2 volts for wide open throttle, check TP
sensor. See appropriate K - SENSOR RANGE CHARTS article in ENGINE
PERFORMANCE.
DTC 231: ERRATIC THROTTLE POSITION SENSOR SIGNAL

1) Throttle Position (TP) sensor signal is normally .5-4.2
volts. Opening throttle increases signal voltage. If TPS voltages are
not to specification, check voltage drop over signal ground and power
ground. See DTC 113: TCM FAULT. Repair as necessary. If voltage drop
and power ground are okay, go to next step.
2) Turn ignition off. Ensure TP sensor wiring and Brown/Green
wire between TCM and ECM are not located near sources of interference,
such as electric motors, spark plug wires, and mobile telephone wires.
Repair as necessary.
DTC 232/P0500: SPEEDOMETER SIGNAL MISSING

1) Speedometer provides vehicle speed information to TCM. TCM
uses signal to determine whether transmission changes gear at correct
speeds. If DTC 232 is set, use scan tool and compare vehicle speed
with speedometer. If reading is correct, go to step 3). If reading is
incorrect, check for speedometer malfunction. See appropriate
INSTRUMENT PANELS article in ACCESSORIES & EQUIPMENT. If speedometer
is okay, check for an open circuit or short to voltage or ground in
signal wiring. Repair as necessary. If wiring is okay, go to next
step.
Shift transmission to "N" position. Raise and support front of
vehicle. Turn ignition on. Measure voltage between measuring unit
terminals No. 20 and 48. Block one front wheel and spin other wheel
rapidly. If voltmeter reads 4-7 volts, DTC was set because of poor
terminal contact at TCM or speedometer connector. If voltmeter does
not read 4-7 volts, replace speedometer.
3) Ensure ignition is off. Check that Vehicle Speed Sensor
(VSS) is securely fastened to transmission. Ensure there is no dirt
between sensor and mating surfaces. Repair as necessary. If VSS is
okay, ensure all grounds are clean and tight. Repair as necessary.
DTC 233: SPEEDOMETER SIGNAL INCORRECT

If TCM registers an unusually large variation in speed signal
from speedometer, DTC will set. Check for loose contact in wiring or
splices, damaged insulation, or poor terminal contact. Repair as
necessary.
DTC 235: HIGH OIL TEMPERATURE

1) Check for other DTCs. If DTC 141 is stored, perform
testing for that DTC first. See DTC 141: SHORT CIRCUIT IN OIL
TEMPERATURE SENSOR CIRCUIT. If DTC 141 is not stored, go to next step.
connector terminal No. 12 (Blue/Green wire) and measuring unit
terminal No. 28. If ohmmeter reads infinite resistance, go to next
step. If ohmmeter does not read infinite resistance, check Blue/Green
wire for a short circuit to ground.
Connect ohmmeter between transaxle connector terminals No. 12
(Blue/Green wire) and No. 13 (Blue/Black wire). See OIL TEMPERATURE
SENSOR RESISTANCE table. If resistance is to specification, check
Blue/Green wire for a short circuit to ground. If resistance is not to
specification, replace oil temperature sensor.
DTC 245: OPEN OR SHORT IN TORQUE LIMITING CIRCUIT

1) Engine torque is reduced to allow smoother shifting in
some gear changes. Torque limiting process is controlled by signals
sent from TCM to ECM. A receipt confirmation signal is sent from ECM
to TCM. Signal indicates that torque limiting is taking place. If TCM
fails to register a receipt signal after request for torque limiting,
DTC 245 is set.
2) Ensure ignition is off. Disconnect TCM. Connect measuring
unit to TCM connector. Disconnect ECM. Connect ohmmeter between
measuring unit terminal No. 20 and No. 32, 33, and 34. If ohmmeter
reads infinite resistance, go to next step. If ohmmeter does not read
infinite resistance, check wiring between TCM connector terminal B2
(Yellow/Red wire), B3 (Yellow/Violet wire), or B4 (Violet wire) and
respective ECM connector terminal B2, B3, and B4.
3) Ensure ignition is off. Disconnect TCM. Connect measuring
unit to ECM connector. Leave ECM disconnected. Connect ohmmeter
between TCM measuring unit and ECM measuring unit. See TCM/ECM
MEASURING UNIT RESISTANCE CHECK table. If ohmmeter reads about zero
ohms, go to next step. If ohmmeter does not read about zero ohms,
check for open circuit in Yellow/Red, Yellow/Violet, or Violet wire.
TCM/ECM MEASURING UNIT RESISTANCE CHECK

TCM Terminal No. ECM Terminal No.
32 ..................................................... 2
33 ..................................................... 3
34 ..................................................... 4

4) Ensure ignition is off. Reconnect TCM and ECM. Turn
ignition on. Connect voltmeter between TCM measuring unit terminals
No. 20 and 32. If voltmeter reads about 5 volts (non-turbo) or about
11 volts (turbo), go to next step. If voltmeter does not read about 5
volts (non-turbo) or about 11 volts (turbo), check for short to
voltage in Yellow/Red wire.
measuring unit terminals No. 20 and 33. If voltmeter reads about 5
volts (non-turbo) or about 11 volts (turbo), go to next step. If
voltmeter does not read about 5 volts (non-turbo) or about 11 volts
(turbo), check for short to voltage in Yellow/Violet wire.
measuring unit terminals No. 20 and 34. If voltage is to
specification, go to next step. If voltage is not to specification,
check for short to voltage in Violet wire. See TCM VOLTAGE CIRCUIT
CHECK table.
TCM VOLTAGE CIRCUIT CHECK

ECM Type Voltage
Non-Turbo .............................................. 5
Turbo ................................................. 10

measuring unit terminals No. 20 and 32. Voltmeter should read about 5
volts (non-turbo) or about 10-11 volts (turbo). Check torque limiting
(TC1) operation using scan tool or test mode No. 4. See TEST MODE NO.
4. If voltage drops rapidly to about zero volts when signal is
activated, go to next step. If voltage does not drop, replace TCM.
measuring unit terminals No. 20 and 33. Voltmeter should read about 5
volts (non-turbo) or about 10-11 volts (turbo). Check torque limiting
(TC2) operation using scan tool or test mode No. 4. See TEST MODE NO.
4. If voltage drops rapidly, go to next step. If voltage does not
drop, replace TCM.
measuring unit terminals No. 20 and 34. See TCM VOLTAGE CIRCUIT CHECK
table. Check TCM acknowledge signal and activate torque limiting
(TC1/TC2) using scan tool or test mode No. 4. See TEST MODE NO. 4. If
voltage drops, fault is intermittent. Check for poor terminal contact
or open circuits in wiring. If voltage does not drop, replace ECM.
DTC 311/P0715: RPM SIGNAL MISSING

Measure resistance between measuring unit terminals No. 1 and 2. If
resistance is 300-600 ohms, sensor and wiring are okay. If resistance
is not 300-600 ohms, go to next step.
2) Measure resistance between transmission 26-pin connector
terminals No. 16 (Yellow/White wire) and No. 17 (Yellow/Brown wire).
If resistance is 300-600 ohms, sensor is okay. Check wiring. If
resistance is not 300-600 ohms, check wiring. If wiring is okay,
replace sensor.
DTC 312: RPM SIGNAL INCORRECT

1) Check for additional DTCs. If DTC 311 is present, see DTC
311: RPM SIGNAL MISSING. If DTC 311 is not present, go to next step.
2) Ensure RPM sensor is correctly positioned. Check
transmission and TCM connectors for poor terminal contact. Repair as
necessary. Check Yellow/Brown and Yellow/White wires between RPM
sensor and TCM. Repair as necessary. If all components are okay,
ensure RPM sensor wiring is not located close to sources of
interference, such as electric motors or spark plugs.
DTC 313/P0705: GEAR POSITION SENSOR SIGNAL INCORRECT

1) If DTC 313 is set, check gear shift position sensor
adjustment. Ensure gear shift is set to position "N". Remove battery,
battery shelf, and air intake manifold. Remove transmission cable from
rod arm. Remove selector lever. Install gear position Alignment Tool
(999 5475) on control shaft. If shaft is set correctly to position
"N", indentation on alignment tool should align with mark on gear
position sensor. If indentation aligns with mark on gear position
sensor, go to step 3). If indentation does not align with mark, go to
next step.
2) Remove dipstick pipe bracket and gear position sensor
screws. Rotate gear position sensor so mark on switch aligns with
indentation on tool. Tighten sensor screws to 37 ft. lbs. (25 N.m). To
3) Ensure ignition is off. Connect ohmmeter between gear
shift position sensor case and transmission housing. If ohmmeter reads
about zero ohms, go to next step. If ohmmeter does not read about zero
ohms, check gear shift position sensor ground. Repair as necessary.
4) Ensure ignition is off. Check battery voltage at battery
and note reading. Connect measuring unit to TCM. Turn ignition on.
Check gear position sensor voltage specification by connecting
voltmeter between measuring unit terminal No. 20 and gear position
sensor terminal. See GEAR POSITION SENSOR VOLTAGE SPECIFICATIONS
table. If voltages are to specification, DTC was set because of poor
terminal contact in TCM connector. Repair as necessary. If voltmeter
reads a steady zero volts for some or all terminals, regardless of
selector position, go to step 7). If voltmeter reads a steady 12 volts
for some or all terminals, regardless of selector position, check for
short circuit to voltage in wiring for terminal with incorrect reading
between gear position sensor and TCM, then go to step 8).
5) Ensure ignition is off. Check transaxle connector for poor
terminal contact. Repair as necessary. Turn ignition on. Connect
voltmeter between measuring unit terminal No. 20 and gear position
sensor terminal. See GEAR POSITION SENSOR VOLTAGE SPECIFICATIONS
table. If voltage readings are okay, DTC was set because of poor
terminal contact. If voltage readings are not okay, go to next step.
Connect ohmmeter between transaxle connector terminal and measuring
unit terminal. See TRANSAXLE CONNECTOR/MEASURING UNIT TERMINAL
RESISTANCE table. If ohmmeter reads about zero ohms for all readings,
replace gear position sensor. If ohmmeter does not read about zero
ohms for all readings, check for open circuit in wiring between
transaxle connector and TCM. Repair as necessary.
TRANSAXLE CONNECTOR/MEASURING UNIT TERMINAL RESISTANCE

Transaxle Connector Terminal Measuring Unit Terminal
1 (White wire) ......................................... 3
2 (Yellow wire) ........................................ 4
3 (Green wire) ......................................... 5
4 (Blue wire) .......................................... 6

7) Ensure ignition is off. Disconnect transmission and TCM
connectors. Connect ohmmeter between measuring unit terminal No. 20
and gear position sensor connector terminals No. 3 (Green wire), No. 4
(Blue wire), No. 5 (Blue wire), and No. 6 (Green/Red wire). If
ohmmeter reads infinite resistance, replace gear position sensor. If
ohmmeter does not read infinite resistance, check for short circuit to
ground in wire between transaxle connector and TCM.
8) Ensure ignition is off. Connect TCM and transaxle
connectors. Turn ignition on. Connect voltmeter between measuring unit
terminal No. 20 and gear position sensor terminal. See GEAR POSITION
SENSOR VOLTAGE SPECIFICATIONS table. If voltage readings are okay,
gear position sensor is okay. If voltage readings are not okay,
replace gear position sensor.
GEAR POSITION SENSOR VOLTAGE SPECIFICATIONS ( 1)

Gearshift Position
& Measuring Unit Terminal Specification
"P"
A3 .......................................... 0-0.5 Volt
A4 ................ Approx. 1 Volt Below Battery Voltage
A6 .......................................... 0-0.5 Volt
"R"
A3 .......................................... 0-0.5 Volt
A4 .......................................... 0-0.5 Volt
"N"
A4 .......................................... 0-0.5 Volt
A6 .......................................... 0-0.5 Volt
"D"
A4 .......................................... 0-0.5 Volt
A5 .......................................... 0-0.5 Volt
3
A3 .......................................... 0-0.5 Volt
A4 .......................................... 0-0.5 Volt
A5 .......................................... 0-0.5 Volt
A6 .......................................... 0-0.5 Volt
"L"
A3 .......................................... 0-0.5 Volt
A5 .......................................... 0-0.5 Volt
(1) - Measured between measuring unit terminal A20 and

terminal in table.
DTC 322/P0730: GEAR RATIO INFORMATION INCORRECT

1) Check transmission oil level. If oil level is low, top off
as necessary and check for leaks. Repair as necessary. If oil level is
okay, turn ignition on and check DTCs. Test drive vehicle while
observing automatic transmission warning light. If light begins to
flash note any unusual symptoms in transmission operation or function.
If transmission does not show any mechanical fault or malfunction, go
to next step. If transmission has a mechanical malfunction and DTC 322
is not reset, repair or replace transmission as necessary.
2) Turn ignition off. Connect measuring unit to TCM. Raise
and support front of vehicle. Turn A/C off. Idle engine. Set gear
selector to position "D" so front wheels begin to rotate. Increase and
keep engine speed at 2000 RPM. Set DVOM to Hz scale, then connect DVOM
between measuring unit terminals No. 1 and 2. If DVOM gives a stable
Hz reading when engine speed is constant and transmission is not
shifting, go to step 5). If Hz frequency reading shows wide
fluctuations, go to next step.
3) Ensure ignition is off. Disconnect TCM. Connect ohmmeter
between measuring unit terminals No. 1 and 2. If ohmmeter does not
read 300-600 ohms, go to next step. If ohmmeter reads 300-600 ohms,
ensure RPM sensor wiring is not located near sources of interference
such as electric motors or spark plugs.
4) Disconnect transaxle connector. Check TCM connector for
poor terminal contact. Repair as necessary. Reconnect transaxle
connector. Connect ohmmeter between measuring unit terminals No. 1 and
2. If ohmmeter reads about 300-600 ohms, DTC was set because of poor
contact in transaxle connector. If ohmmeter does not read about 300-
600 ohms, replace RPM sensor.
5) Connect DVOM between measuring unit terminals No. 20 and
48. Shift transmission to "D" so front wheels begin to rotate.
Increase engine speed to 1800-2000 RPM. If DVOM displays a stable Hz
reading when engine speed is constant, go to step 8). If DVOM does not
display a stable Hz reading when engine speed is constant, go to next
step.
6) Replace VSS. Connect DVOM between measuring unit terminals
No. 20 and 48. Shift transmission to "D" so front wheels begin to
rotate. Increase engine speed to 1800-2000 RPM. If DVOM displays a
stable Hz reading when engine speed is constant, system is okay. If
DVOM does not display a stable Hz reading when engine speed is
constant, go to next step.
7) Ensure ignition is off. Ensure wiring between VSS and
instrument cluster is not located near sources of interference such as
electric motors or spark plugs. If wiring is okay, replace instrument
cluster. See appropriate INSTRUMENT PANELS article in ACCESSORIES &
EQUIPMENT.
8) Ensure ignition is off. Disconnect TCM. Connect ohmmeter
between measuring unit terminals No. 20 and 27 (solenoid S1), then
between measuring unit terminals No. 20 and 28 (solenoid S2). If
ohmmeter reads 10-15 ohms, go to next step. If ohmmeter does not read
10-15 ohms, check transaxle connector for poor terminal contact.
9) Ensure ignition is off. Reconnect TCM. Turn ignition on.
Set gearshift selector to "D" position. Connect voltmeter between
measuring unit terminals No. 5 and 20. If voltmeter reads 0-.5 volt,
twist gear position sensor lever/shaft up, down, and to side. If
voltage reading remains constant, system is okay. If voltage reading
does not remain constant, go to next step.
10) Turn ignition off. Check gear position sensor adjustment.
Repair as necessary. See DTC 313: GEAR POSITION SENSOR SIGNAL
INCORRECT. If adjustment is okay, replace gear position sensor.
DTC 323: LOCK-UP SLIPS OR IS NOT ENGAGED

1) Turn ignition on. Clear DTCs. Test drive vehicle. If
transmission does not show any malfunction, go to next step. If
transmission has a mechanical malfunction and DTC 323 is not reset,
diagnose mechanical malfunction. If transmission has a mechanical
malfunction and DTC 323 is reset, replace transmission.
2) Ensure ignition is on. Connect measuring unit to TCM
20. If ohmmeter reads 10-15 ohms, transmission is probably okay.
However, if problem persists, replace transmission. If ohmmeter does
not read 10-15 ohms, check TCM connector for poor terminal contact.
DTC 331: SHORT TO VOLTAGE IN LOCK-UP SOLENOID CIRCUIT

Turn ignition on. Set gearshift lever to "P" position. Check
solenoid function by using test mode No. 4 or Volvo scan tool. See
TEST MODE NO. 4. If solenoid operates, check wiring for an
intermittent short circuit. If solenoid does not operate, check for a
short circuit to voltage in wiring between lock-up solenoid and TCM
connector terminal A9. Repair as necessary.
DTC 332: OPEN IN LOCK-UP SOLENOID CIRCUIT

step.
2) Ensure ignition is off. Connect measuring unit to TCM
20. If ohmmeter reads 10-15 ohms, DTC was caused by poor terminal
contact in TCM connector. Repair as necessary. If ohmmeter does not
read 10-15 ohms, go to next step.
access transaxle connector. Connect ohmmeter between transaxle
connector terminal No. 23 and measuring unit terminal No. 9. If
read about zero ohms, check for an open circuit in Brown/Black wire
between transaxle connector terminal No. 23 and TCM terminal A9.
4) Ensure ignition is off and transaxle connector is
disconnected. Connect ohmmeter between transaxle connector terminal
No. 23 and transmission housing. If ohmmeter does not read 10-15 ohms,
go to next step. If ohmmeter reads 10-15 ohms, DTC set because of poor
terminal contact at transaxle connector. Repair as necessary.
5) Ensure ignition if off. Open control system and disconnect
lock-up solenoid. Connect ohmmeter between lock-up solenoid terminal
and transmission housing. If ohmmeter reads 10-15 ohms, check for an
open circuit in Brown/Black wire between lock-up solenoid and
transaxle connector terminal No. 23. If ohmmeter does not read 10-15
ohms, replace lock-up solenoid.
DTC 333: SHORT TO GROUND IN LOCK-UP SOLENOID CIRCUIT

step.
access transaxle connector. Disconnect transaxle connector. Connect
ohmmeter between transaxle connector terminal No. 23 (Brown/Black
wire) and transmission housing. If ohmmeter does not read 10-15 ohms,
go to next step. If ohmmeter reads 10-15 ohms, check for a short
circuit to ground in Brown/Black wire between transaxle connector
terminal No. 23 and TCM connector terminal A9.
3) Ensure ignition is off. Open control system and disconnect
lock-up solenoid. Connect ohmmeter between lock-up solenoid terminal
and transmission housing. If ohmmeter reads 10-15 ohms, check for an
open circuit in Brown/Black wire between lock-up solenoid and
transaxle connector terminal No. 23. If ohmmeter does not read 10-15
ohms, replace lock-up solenoid.

Control Arm-To-Ball Joint Nut (New) .......... ( 1) 13 (18)

Drive Shaft Nut ............................. ( 2) 89 (120)
Engine-To-Transmission Bolt ...................... 37 (50)
Frame Bolt .................................. ( 1) 77 (105)
Frame Bracket Bolt ............................... 37 (50)
Flexplate-To-Torque Converter Bolt ............... 22 (30)
Rear Transmission/Engine Mount ................... 37 (50)
Roll Bar Bearing Cap Bolt ........................ 37 (50)
Steering Gear Nut (New) .......................... 37 (50)
Torque Rod-To-Transmission Bolt .............. ( 3) 13 (18)

WIRING DIAGRAM
Fig. 11: Volvo 850 Transaxle Wiring Diagram (AW50-42LE)
TRANSMISSION REMOVAL & INSTALLATION - A/T
1995 Volvo 850
AUTOMATIC TRANSMISSION REMOVAL

Volvo
850, 940, 960
APPLICATION
TRANSMISSION APPLICATION

Vehicle Application Transaxle Model
1995
850 .......................................... AW50-42LE
940 ............................................. AW-70L
940 Turbo ........................................ AW-71
960 .............................................. AW-40
1996
850 .......................................... AW50-42LE
960 .............................................. AW-40
850
Removal
1) Release steering wheel adjustment lever and move steering
wheel up as far as possible. Put gear selector in "N" position. Remove
battery, air cleaner, and air cleaner intake. Remove battery shelf.
2) Remove transmission cable from transmission. Disconnect
electrical connector from transmission. Remove wiring harness and
ground wire clamp on control system cover. Remove clamp from
transmission ventilation hose.
3) Remove inlet hose from upper transmission cooler quick
connector and return hose at transmission. Drain oil from
transmission. Remove dipstick tube. Remove EGR hoses from EGR valve.
Remove 5 transmission-to-engine and transmission-to-starter bolts.
Disconnect ground wire from transmission. Lift radiator expansion tank
from its mount and lay it to one side.
4) Disconnect torque rod arm at engine. Lift engine about
1/4" to relieve weight from engine mounts. Remove front wheels. Remove
ABS sensor from left outboard shaft. DO NOT disconnect ABS electrical
connector. Disconnect left and right brake lines and ABS cable
brackets. Unhook brackets and allow them to hang free. Remove Torx
screws and plastic nuts from left fender liner. Remove hub center nut
locking clip. Remove hub center nut. Using a rubber or plastic mallet,
knock in end of drive shaft about 1/2".
5) Remove front splash guard bolts. Push guard forward so
locating pins on back come loose. Disconnect front of splash guard and
remove. Remove splash guard under engine. Remove ball joint-to-link
arm nuts on both sides. Disconnect link arms from ball joints.
Disconnect and remove link arms from anti-roll bar.
6) Remove bolts connecting cable pipe on subframe and unhook
pipe from frame. Disconnect charcoal canister from subframe and hang
from body. Disconnect exhaust gas tie behind 3-way catalytic
converter. Remove bolts holding pipe brackets to steering gear in
subframe. Remove 2 bolts holding torque rod on transmission.
7) Remove bolts from front engine mounting subframe. Loosen
bolts securing steering gear to engine mounting about one turn. Remove
nuts holding steering gear to subframe. Disconnect subframe from
vehicle by positioning Jack (998 5972) under left side of subframe.
Tighten jack up gently against subframe. Remove bolts on both sides of
subframe brackets. Loosen 2 right subframe-to-body bolts.
8) Lower subframe while ensuring steering gear bolts do not
hang up. Ensure MacPherson strut disengages from right drive shaft
bellows. Remove jack and allow subframe to hang free on right side.
Secure end of right drive shaft onto back of oil pipes. Hang steering
gear on left side using Hook (999 5045) in hole in frame member
flange. Ensure lower steering wheel shaft section does not slip out of
steering column.
9) Remove engine mount-to-subframe bolts and nut on top of
engine mount. Remove engine mount. Disconnect HO2S cable terminals
from cover. Disconnect speed sensor connector. Remove rear engine
mount cover and rear mounting from gearbox.
10) Remove left drive shaft by twisting and pulling out
MacPherson strut. Tap drive shaft end with plastic mallet and pull
shaft from hub. Using Lever (999 5462), remove drive shaft from
gearbox. Use care not to damage drive shaft seal or bellows. Install
Plug (999 5488) to seal hole. Clean metal glue off hub drive shaft
splines.
11) Use lifting hook and lower engine and transmission. DO
NOT lower engine too much, as exhaust pipe may press on steering gear.
Ensure no wiring or hoses are pinched or stretched, and that dipstick
clears fan.
12) Install Universal Tool (999 5972) and Transmission
Fixture (999 5463) to jack. Attach transmission fixture to gearbox
using bolts from torque rod. At same time, position Support Plate (999
5463-1) on fixture. Raise engine. Remove lower plastic nut and fold
out right fender liner. Turn crankshaft with a socket wrench. Remove 6
torque converter bolts and 7 engine-to-transmission bolts. Pull
transmission straight out from engine, using care to ensure torque
converter does not slip off shaft.
Installation
1) Ensure torque converter is in transmission as far as
possible. Distance between cover and mounting lip should be about .50"
(13 mm). Install transmission to engine, adjusting height and angle
with transmission jack. Install and tighten crosswise 7 engine-to-
transmission bolts. See TORQUE SPECIFICATIONS. Remove jack.
2) Fit torque converter to flexplate. Install new torque
converter bolts loosely. Tighten bolts so bolt heads are in contact
with flexplate. Final tighten bolts to specification. See
TORQUE SPECIFICATIONS. To install remaining components, reverse
removal procedure.
940
1) Place gearshift lever in "P" position. Detach kickdown
cable from throttle pulley. Disconnect negative battery cable.
CAUTION: On vehicles with front rubber drive shaft flange, flange

should only be disconnected from transmission. DO NOT
disconnect flange from drive shaft or an imbalance may
occur. On standard (non-rubber) drive shafts, always replace
4 retaining bolts and nuts.
2) Raise and support vehicle. Remove propeller shaft. Drain

transmission fluid. Unscrew oil filler tube from transmission oil pan.
Disconnect reaction rod and actuator rod from transmission shift
levers. Disconnect solenoid lead on AW71. On all models, support
transmission with jack. Remove rear transmission crossmember.
3) Remove starter motor bolts and cover plate. Remove torque
converter-to-flexplate bolts. Disconnect oil cooler lines. Remove
transmission-to-engine bolts. Slide transmission rearward and lower
from vehicle. To install, reverse removal procedure. Tighten bolts to
specification. See TORQUE SPECIFICATIONS. Adjust kickdown cable and
gearshift linkage. Fill transmission with ATF fluid.
960
1) Lift engine slightly to relieve weight on engine and
transmission mounts. Remove splash guard under engine. Remove air
preheater pipe. Disconnect oxygen sensor. Remove cable clip on torque
converter housing. Open clips on transmission and remove 2 clips on
transmission support member. Remove 3 connectors from bracket on
torque converter housing. Remove front exhaust pipe. Disconnect drive
shaft.
2) Remove heat shield. Disconnect fluid pipes from
transmission. Plug pipe ends. Remove transmission support member.
Lower rear of engine as far as possible. Use care so no hoses, wiring,
or sensors are damaged. Remove torque converter bolts. Install jack
under transmission. Remove torque converter housing bolts. Lower
transmission.
3) To install, reverse removal procedure. Tighten bolts to
specification. See TORQUE SPECIFICATIONS. Ensure torque converter is
in transmission as far as possible. Distance between cover and
mounting lip should be about .55" (14 mm).

850
Control Arm-To-Ball Joint Nut (New) ........ ( 1) 13 (18)
Drive Shaft Nut ........................... ( 2) 89 (120)
Engine-To-Transmission Bolt .................... 37 (50)
Frame Bolt ................................ ( 1) 77 (105)
Frame Bracket Bolt ............................. 37 (50)
Flexplate-To-Torque Converter Bolt ............. 22 (30)
Rear Transmission/Engine Mount ................. 37 (50)
Roll Bar Bearing Cap Bolt ...................... 37 (50)
Steering Gear Nut (New) ........................ 37 (50)
Torque Rod-To-Transmission Bolt ............ ( 3) 13 (18)
940
Drive Shaft Flange Retaining Bolt (Non-Rubber)
8-mm ........................................... 26 (35)
10-mm .......................................... 37 (50)
Drive Shaft Flange Retaining
Bolt (Rubber) ............................ 52-65 (70-88)
Flexplate-To-Torque Converter Bolts ............. 33 (45)
Lower Oil Filler Tube Nut ....................... 65 (88)
960
Drive Shaft-To-Transmission Bolt ............... 37 (50)
Flexplate-To-Torque Converter Bolt ............. 22 (30)
Transmission-To-Engine Bolt
Starter Bolts .................................. 30 (40)
Remaining Bolts ................................ 35 (48)


TRANSMISSION SERVICING - A/T
1995 Volvo 850
AUTOMATIC TRANSMISSION SERVICING

Volvo
850, 940, 960
APPLICATION
VOLVO AUTOMATIC TRANSMISSION APPLICATIONS

850 .............................................. AW50-42

940 ................................................ AW-70
940 Turbo .......................................... AW-71
960 ................................................ AW-40
LUBRICATION
SERVICE INTERVAL
Check fluid level every 10,000 miles.
CHECKING FLUID LEVEL

1) Ensure vehicle is level. Apply parking brake and gear
selector lever to "P" position. Start and idle engine. Move gear
selector lever through all gears, while pausing 4-5 seconds for
engagement at each position.
2) Return gear selector lever to "P" position. Wait 2 minutes
and check fluid level with engine idling. Level should be between MIN
and MAX marks.
RECOMMENDED FLUID
FLUID SPECIFICATIONS

Application ATF Type
850 (AW50-42) ....................... Dexron IIE Or Mercon

940 (AW-70) .............................. Type "F" Or "G"
940 Turbo (AW-71) ........................ Type "F" Or "G"
960 ................................. Dexron IIE Or Mercon
FLUID CAPACITIES
TRANSAXLE REFILL CAPACITIES

Application Refill Qts. (L) Dry Fill Qts. (L)
850 (AW50-42) ............ N/A ............... 8.1 (7.6)

940 (AW-70) ........... 4.1 (3.9) ............ 7.8 (7.4)
940 Turbo (AW-71) ..... 4.1 (3.9) ............ 7.8 (7.4)
960 (AW-40) .......... 5.6L (5.2) ............ 8.2 (7.7)
DRAINING & REFILLING

940
1) Remove drain plug and drain transmission. Disconnect
filler tube and remove oil pan.
2) Remove and clean oil strainer. Install strainer. Tighten
strainer bolts to 18-25 INCH lbs. (2-3 N.m). Install oil pan with new
gasket. Tighten bolts to 42 INCH lbs. (5 N.m). Tighten filler tube to
65 ft. lbs. (88 N.m).
3) To flush oil cooler, disconnect fluid return pipe from
transmission. Place end of pipe in container. Add about 3.5 qts. (3.
4L) of fluid in transmission.
4) Start engine and let idle. Turn off engine when clean oil
comes out of pipe. Connect pipe and fill transmission.
ADJUSTMENTS
NOTE: Adjustment procedures for some models are not available.
THROTTLE & KICKDOWN CABLES

850
Depress accelerator pedal. With pedal depressed, distance
from cable sheath to clip on cable should be approximately 1.98-2.06"
(50.2-52.3 mm). See Fig. 1. Adjust distance on cable sheath if
necessary.
Fig. 1: Checking Transmission Throttle Cable

GEARSHIFT CABLE
850
1) Shift gear selector lever to "R" position. Disconnect
gearshift cable at transmission rod arm. Move transmission rod arm
forward to "P" position. See Fig. 2.
NOTE: Do not move transmission cable to adjust selector lever

position. Transmission cable position must not be altered.
2) Ensure vehicle is in Park by attempting to roll vehicle.

Move transmission rod arm to "R" (next position). Apply a small amount
of grease to rod arm pin. Carefully reinstall cable on transmission
rod arm. Ensure gear selector does not move during installation.
3) Move gear selector lever to "N" position. Push lever
forward, but do not touch lock button. Play should be felt. Move gear
selector lever to "D" position. Push selector lever backward, but do
not touch lock button. Play should be felt.
Fig. 2: Adjusting Rod Arm

GEARSHIFT LINKAGE
940
1) Engine should start in Neutral or Park only. Back-up
lights should only operate in Reverse. Gear selector should be
vertical in Park. If gear selector is not vertical, proceed to next
step.
2) Place gear selector in Park. Loosen lock nuts for actuator
and selector rods. See Fig. 3. Ensure transmission lever is in Park.
Rotate output shaft on transmission until it locks.
3) Place gear selector in a vertical position, or slightly
forward, and tighten lock nut. Push reaction lever lightly rearward
until a slight resistance is felt. Tighten lock nut to 42 INCH lbs. (5
N.m).
4) Ensure free play between pin and stop in Drive and Neutral
is less than or equal to play between pin and stop in "3" and "2"
positions. If free play is correct, tighten lock nut to 12-17 ft. lbs.
(17-23 N.m).
NOTE: If gear selector is stiff in "3" position, move reaction

lever approximately 1/8" toward front and recheck operation.
5) After adjustment, ensure vehicle only starts in Neutral or

Park and back-up lights come on only in Reverse.
Fig. 3: Adjusting Shift Linkage (940)

NEUTRAL SAFETY SWITCH

Neutral safety switch is located at bottom of selector lever.
No adjustment is necessary.
SHIFT INTERLOCK SYSTEM

Testing and adjustment information for shift interlock system
is not available. See WIRING DIAGRAMS.
WIRING DIAGRAMS
Fig. 4: Shift Interlock System Wiring Diagram (1995-96 850)

Fig. 5: Shift Interlock System Wiring Diagram (1995 940)
Fig. 6: Shift Interlock System Wiring Diagram (1995-96 960)
AXLE SHAFTS - FRONT
1995 Volvo 850
DRIVE AXLES
Volvo - Axle Shafts - FWD
850

Volvo 850 utilizes a transversely mounted 5-cylinder engine
with a specially designed automatic or manual transmission. To
eliminate torque steer, vehicle is equipped with equal length outboard
drive shafts.
TROUBLE SHOOTING
Refer to TROUBLE SHOOTING - BASIC PROCEDURES article in the
GENERAL TROUBLE SHOOTING section.

Removal
1) Raise and support front of vehicle. Remove front wheels.
Remove ABS sensor from steering member, but leave electrical connector
connected. Loosen brake line bracket and ABS wiring. Unhook bracket
and let it hang free. Remove split pin from hub center nut. Hold hub
and remove drive shaft center nut.
2) Remove link arm from anti-roll bar. Remove nuts securing
suspension arm to ball joint. Remove suspension arm from ball joint.
If removing right drive shaft, remove splash guard from under engine.
Twist and remove MacPherson strut. Tap on drive shaft end with plastic
hammer and remove drive shaft from hub. Clean hub-drive shaft splines
of metal glue.
3) On right drive shaft, remove bearing cap from drive shaft
support bearing. Using care to avoid damage to drive shaft seal and
boot, remove drive shaft from gearbox. On left drive shaft, use Lever
(999 5462) to apply leverage between gearbox and inside of drive
shaft. Using care to avoid damage to drive shaft seal and boot, remove
drive shaft from gearbox.
Disassembly
1) Remove clips from outer boot. Remove outer boot from outer
CV joint. Wipe grease from outer CV joint. Clamp drive shaft in vise
with gap in circlip at top. Open circlip to free it from groove.
Insert an 8 mm diameter drift between circlip lugs. Tap inner race a
few times along shaft to hold circlip open. Use a brass drift and tap
CV joint off shaft.
NOTE: To avoid damaging cage or outer race, tap inner race only.
2) Remove clips from inboard boot and slide both boots off
shaft. Ensure grease inside joints is not contaminated by water or
dirt. For reassembly reference, scribe positions of outer race, cage,
and inner race in CV joint.
3) For reassembly reference, mark location where balls will
first be removed. Tilt inner race and cage and remove balls one at a
time, moving in a clockwise direction. Put balls in order so they can
be installed in original location. Rotate inner race 90 degrees
relative to cage. Remove inner race. Remove circlip from inner race.
4) Remove clips from inner boot. Slide boot off inner
universal joint. On manual transmission vehicles, use a rag and remove
grease from inboard universal joint. Mount drive shaft in a vise, with
gap in circlip facing upward. Open circlip to free it from groove and
insert an 8 mm drift between circlip lugs. Tap inner race a few times
along shaft to hold circlip open. Using a brass drift, tap inner
universal joint off shaft.
5) On automatic transmission vehicles, mark position of drive
shaft relative to joint housing. Pry up tabs on housing and remove
spider from housing. On all vehicles, if support bearing requires
replacement, place unit in a press and press circlip and support
bearing off shaft.
Reassembly
1) Thoroughly clean all CV joint parts. On manual
transmission vehicles, clean inner universal joint in place as it
cannot be disassembled. On automatic transmission vehicles, spider can
be left on end of shaft. On all vehicles, if any part shows signs of
cracking or scoring, entire CV joint assembly must be replaced.
NOTE: Slight scoring or pitting in races is acceptable.
2) Press on new support bearing and circlip. Ensure support

bearing is installed against the stop. On manual transmission
vehicles, Install new circlip in inner universal joint. Pack joint
with grease. Ensure boot is okay. If boot is not okay, go to next
step.
3) For manual transmission vehicles, go to step 4). For
automatic transmission vehicles, mark spider in relation to drive
shaft mark. Remove circlip. Press spider off shaft. Remove boot from
shaft. Install new boot on shaft. Line up spider with mark made
previously, ensuring bevelled side of spider goes in first. Ensure
drive shaft is kept straight when applying pressure to spider with
press. Install new circlip. Lubricate needle bearings on spider using
thin lubricating oil. Pack bearing housing with grease.
4) For manual transmission vehicles, mount outboard drive
shaft in a vise, ensuring inner race is square inside joint. Tap shaft
into joint, ensuring circlip is properly seated in groove. Pack
remaining grease into joint, using care not to get any grease on part
of boot that makes contact with joint. Clean off all excess grease.
Slide boot over joint, ensuring it is correctly positioned on shaft.
Install new circlip on boot.
5) For all vehicles, install new circlip in inner race and
place race inside cage. Line up scored marks and put first ball in
position. Turn inner race and cage. Put balls back in their original
position, one at a time.
6) Thoroughly lubricate joint. Apply grease to back of joint
through opening for shaft in inner race. If joint has not been
dismantled, remove old circlip and replace. Mount shaft in vise and
slide new boot onto shaft. Install CV joint on shaft, ensuring inner
race is square inside joint. Use a plastic hammer and tap joint onto
shaft. Ensure circlip sits correctly in its groove.
7) Apply remaining grease to inner race and cage. Use care to
not get any grease on part of boot that comes in contact with joints.
Wipe off excess grease with mineral spirits. Slide boot over joints,
ensuring they are correctly positioned on shaft. Install new circlip
on boot.
Installation
1) For right drive shaft installation, install bearing cap
and tighten to 18 ft. lbs. (25 N.m). For left drive shaft
installation, ensure ABS sensor wheel on drive shaft is free of dirt.
Push drive shaft in so it engages with differential. Ensure drive
shaft circlip snaps into place. See Fig. 1. Use care not to damage
gearbox seals or bellows.
Fig. 1: Installing Left Drive Shaft

2) Apply Metal Glue (1161370-0) to drive shaft splines. Use a

socket wrench to hold suspension arm down. Twist and remove MacPherson
strut and insert drive shaft into hub. Oil new drive shaft center nut
threads and flange. Hand tighten new drive shaft center nut. Using new
nuts, install suspension arm to ball joint.
NOTE: Ensure ball joint and suspension arm faces are clean and
free of grease.
3) Tighten nuts to 13 ft. lbs. (18 N.m), plus an additional

120 degrees. Apply rust proofing to area between ball joint,
suspension arm, and nuts. Using new nuts, install suspension arm to
anti-roll bar. Tighten nuts to 37 ft. lbs. (50 N.m). Tighten center
nut to 80 ft. lbs (120 N.m), plus an additional 120 degrees. Lock
drive shaft center nut by using a chisel and tapping nut locking
flange into drive shaft slot.
4) Install brake line bracket and ABS cable, ensuring ABS
sensor is perfectly clean. Tighten ABS sensor to 7 ft. lbs. (10 N.m).
Ensure brake disc and pad surfaces are clean. Lubricate hub center
locating pin in front of pad with Rust Proofing Agent (1161038-3).
Install, but do not tighten, lug nuts. Tighten lug nuts in opposite
pairs to 81 ft. lbs. (110 N.m).

ABS Sensor ........................................ 7 (10)

Bearing Cap ...................................... 18 (25)
Lug Nuts ........................................ 81 (110)
Suspension Arm Nuts .......................... ( 1) 13 (18)
Suspension Arm To Anti-Roll Bar .................. 37 (50)
Suspension Arm To Anti-Roll Bar Center Nut .. ( 1) 80 (120)

F - BASIC TESTING - TURBO
1995 Volvo 850

Volvo - Basic Diagnostic Procedures
850 - Turbo
INTRODUCTION
NOTE: In this article, Engine Control Module (ECM) may also be
referred to as Engine Control Unit (ECU).
The following diagnostic steps will help prevent overlooking

a simple problem. This is also where to begin diagnosis for a no-start
condition.
The first step in diagnosing any driveability problem is
verifying the customer complaint with a test drive under the
conditions the problem reportedly occurred.
Before entering self-diagnostics, perform a careful and
complete visual inspection. Most engine control problems result from
mechanical breakdowns, poor electrical connections or damaged/
misrouted vacuum hoses. Before condemning the computerized system,
perform each test listed in this article.
NOTE: Perform all voltage tests using a Digital Volt-Ohmmeter

(DVOM) with a minimum 10-megohm input impedance, unless
otherwise instructed in test procedure.
PRELIMINARY INSPECTION & ADJUSTMENTS
VISUAL INSPECTION
Visually inspect all electrical wiring. Look for chafed,
stretched, cut or pinched wiring. Ensure electrical connectors fit
tightly and are not corroded. Ensure vacuum hoses are properly routed
and not pinched or cut. See M - VACUUM DIAGRAMS - TURBO article to
verify routing and connections (if necessary). Inspect air induction
system for possible vacuum leaks.
MECHANICAL INSPECTION
Compression
Check engine mechanical condition using a compression gauge,
vacuum gauge or engine analyzer. See engine analyzer manual for
specific instructions.
WARNING: Do not use ignition switch during compression tests on fuel

injected vehicles. Use a remote starter to crank engine. Fuel
injectors on many models are triggered by ignition switch
during cranking mode, which can create a fire hazard or
contaminate engine oiling system.

Application Specification (Minimum)

Compression Pressure ........... 156-185 psi (11-13 kg/cm )

Exhaust System Backpressure
1) Exhaust system can be checked using a vacuum or pressure
gauge. Remove oxygen sensor or air injection check valve (if
equipped).
2) Connect a 1-10 psi pressure gauge, and run engine at 2500
RPM. If exhaust system backpressure is greater than 1 3/4-2 psi,
exhaust system or catalytic converter is plugged.
3) If using a vacuum gauge, connect vacuum gauge hose to
intake manifold vacuum port and start engine. Observe vacuum gauge.
Open throttle part way and hold steadily. If vacuum gauge reading
slowly drops after stabilizing, exhaust system should be checked for a
restriction.
FUEL SYSTEM
WARNING: Always relieve fuel pressure before disconnecting any fuel
injection-related component. DO NOT allow fuel to contact
engine or electrical components.
FUEL PRESSURE
Fuel Pressure
1) Before disconnecting, cover fuel line connector using shop
towel to absorb any fuel spray. Connect Fuel Pressure Gauge (5011)
between fuel line and fuel rail. Seal free end of hose using Plug
(5266) or use Fuel Drainage Unit (981 2270, 2273 and 2282).
2) Lift cover on central electrical unit located in engine
compartment and remove fuel pump relay. See Fig. 1.
3) Connect a jumper wire between relay terminals No. 1 and 3.
See Fig. 2.
4) Turn ignition on. Fuel pump should start. Fuel filler
cover can be removed to determine whether main pump is operating. Fuel
pressure should be about 43.5 psi (3.06 kg/cm ). If pressure is too

low, pinch return hose by hand and check whether pressure rises. DO
NOT allow pressure to exceed 86 psi (6 kg/cm ).
5) If pressure rises rapidly, pump and lines are okay.
Replace pressure regulator and recheck line pressure. If pressure
rises slowly, fuel filter, fuel pump strainer or fuel lines are
blocked. If pressure does not rise, fuel pump is probably faulty.
6) If pressure is too high, remove jumper wire between relay
or fuse terminals. Remove return hose from pressure regulator. Blow in
pipe. Remove vacuum hose from pressure regulator. Blow in pipe. If
both hoses are open, pressure regulator is defective. Replace
regulator and recheck pressure.
Fig. 1: Locating Fuel Pump Relay

Fig. 2: Identifying Fuel Pump Relay Terminals
NOTE: ECU terminal identifications are marked on unit or connector.
CAUTION: Ensure ignition is off when connecting or disconnecting ECU

connector.
Fuel Pump Circuit

1) If fuel pump does not operate with ignition on, remove
fuel pump relay. See Fig. 1. Connect jumper wire between fuel pump
relay terminals No. 1 and 3. See Fig. 2. Turn ignition on. If fuel
pump does not start, go to next step. If fuel pump starts, replace
fuel pump relay.
2) Turn ignition off. To check relay ground, connect ohmmeter
between ground and fuel pump relay terminal No. 2. See Fig. 2.
Ohmmeter should indicate about zero ohms. If ohmmeter does not
indicate about zero ohms, check wiring between fuel pump relay and
ground.
3) To check fuel pump relay voltage supply, connect voltmeter
between ground and fuel pump relay terminal No. 1. See Fig. 2 . Turn
ignition on. Battery voltage should be present. If battery voltage is
not present, check wiring between fuel pump relay and fuse No. 2.
4) Turn ignition off. Connect ohmmeter between ground and
relay terminal No. 3. See Fig. 2. About 1.5 ohms should be present. If
about 1.5 ohms are not present, check resistance at fuel pump
connector to determine whether fault is in pump or wiring.
5) To check fuel injection control signal to fuel pump relay,
connect voltmeter between ground and fuel pump relay terminal No. 4.
See Fig. 2. Operate starter motor. If voltmeter indicates about 3
volts, replace relay.
6) If voltage is not to specification, check wiring between
fuel pump relay and ECU. If wiring is okay, see ELECTRONIC CONTROL
UNIT - IGNITION in the I - SYSTEM/COMPONENT TESTS - TURBO article.
Fig. 3: Connecting Breakout Box To ECU (Typical)

IGNITION CHECKS
MOTRONIC 4.3
No Start
1) Determine if fault is fuel or ignition. Check fuel
pressure. See FUEL PRESSURE under FUEL SYSTEM. If fuel pressure is not
as specified, repair fuel system as necessary. If fuel pressure is as
specified, fuel system is okay, check for spark. Go to next step.
2) Using a high output spark tester, check for spark at end
of one spark plug wire. If spark is not present, go to next step. If
spark is present, remove and inspect all spark plugs. Replace spark
plugs as necessary. Try to start engine. If engine starts, fault was
due to spark plugs. If engine does not start, check for defective mass
airflow sensor or engine coolant temperature sensor. See procedures in
the K - SENSOR RANGE CHARTS - TURBO article.
3) Disconnect RPM sensor connector. Using an ohmmeter,
measure resistance between sensor connector terminals. If resistance
is 200-500 ohms, RPM sensor is okay. Go to next step. If resistance is
not 200-500 ohms, replace RPM sensor.
4) Turn ignition off. Install Breakout Box (981-3190) to ECU.
See Fig. 3. Turn ignition on. Set DVOM scale to measure frequency.
Connect a DVOM between terminals A21 and A42. Observe DVOM and operate
starter motor. If frequency is 1.5-2.0 Hz, go to next step. If
frequency is not 1.5-2.0 Hz, a fault exists in Camshaft Position (CMP)
sensor circuit. Repair circuit or replace defective CMP sensor and
retest.
5) Turn ignition off. Disconnect ignition coil 4-pin
connector. Measure voltage between ground and terminal No. 3 of
ignition coil connector. See Fig. 4. If battery voltage is present, go
to next step. If battery voltage is not present, check No. 4 fuse.
Replace fuse as necessary. If fuse is okay, locate and repair open in
wire between terminal No. 3 of ignition coil connector and fuse No. 4.
Fig. 4: Identifying Ignition Coil Connector Terminals

6) Turn ignition off. Wait about 3 minutes. Measure

resistance between ground and terminal No. 1 of ignition coil
connector. See Fig. 4. If resistance is zero ohms, go to step 8). If
resistance is not zero ohms, go to next step.
7) Turn ignition off. Disconnect and inspect ignition coil 4-
pin connector. Clean or repair connector as necessary. Measure
resistance between ground and terminal No. 1 of coil connector. See
Fig. 4. If resistance is zero ohms, cleaning ignition coil connector
corrected fault. If resistance is not zero ohms, locate and repair
open in terminal No. 1 wire.
8) Turn ignition on. Set DVOM to measure frequency. Measure
frequency between ground and terminal No. 4 of ignition coil connector
while operating starter motor. See Fig. 4. If frequency is 8 -10 Hz,
circuit is okay. Go to step 11). If frequency is not 8-10 Hz, go to
next step.
9) Turn ignition on. Measure voltage between ground and
terminal No. 4 of ignition coil connector. If voltage is 0-1 volt, go
to next step. If voltage is not 0-1 volt, check wire between terminal
No. 4 of coil connector and terminal B11 of ECM connector for short to
voltage. Repair as necessary.
10) Turn ignition off. Wait about 3 minutes. Disconnect ECM
connector. Measure resistance between ground and terminal No. 4 of
ignition coil connector. See Fig. 4. If resistance is infinite, check
for intermittent open in wire between terminal No. 4 of coil connector
and terminal B11 of ECM connector. If resistance is not infinite,
check for short to ground in wire between terminal No. 4 of coil
connector and terminal B11 of ECM connector.
11) Turn ignition off. Connect ignition coil connector. Turn
ignition on. Disconnect coil wire from distributor cap. Hold end of
coil wire about 3-5 mm from ground. Operate starter and check for
spark. If spark is present, go to next step. If spark is not present,
replace ignition coil and retest.
12) Reconnect ignition coil wire. Try to start engine. If
engine starts, fault was due to poor connection at ignition coil. If
engine does not start, check distributor cap and rotor for cracks,
moisture or dirt. Repair as necessary.
IDLE SPEED & IGNITION TIMING

NOTE: Idle speed and ignition timing are not adjustable. See the
IDLE SPEED & CO LEVEL and IGNITION TIMING tables for
specifications.
IDLE SPEED & CO LEVEL TABLE (1)

Turbo ......................... 850 ........... .20-1.0%
(1) - Idle speed/CO level can only be checked, not adjusted.

(2) - Measured upstream of catalytic converter with oxygen
sensor connected.


Turbo ...................................... 4-8 @ 750-850
(1) - Ignition timing computer-controlled. Not adjustable.

SUMMARY
If no faults found while performing DIAGNOSTIC PROCEDURES,
proceed to G - TESTS W/CODES - TURBO article. If no hard codes are
found in self-diagnostics, see the H - TESTS W/O CODES - TURBO article
for diagnosis by symptom (i.e., ROUGH IDLE, NO START, etc.) or
intermittent diagnostic procedures.
F - BASIC TESTING
1995 Volvo 850

Volvo - Basic Diagnostic Procedures
850
INTRODUCTION
The following diagnostic steps will help prevent overlooking

a simple problem. This is also where to begin diagnosis for a no-start
condition.
The first step in diagnosing any driveability problem is
verifying the customer complaint with a test drive under the
conditions the problem reportedly occurred.
Before entering self-diagnostics, perform a careful and
complete visual inspection. Most engine control problems result from
mechanical breakdowns, poor electrical connections or damaged/
misrouted vacuum hoses. Before condemning the computerized system,
perform each test listed in this article.

(DVOM) with a minimum 10-megohm input impedance, unless
PRELIMINARY INSPECTION & ADJUSTMENTS
VISUAL INSPECTION
Visually inspect all electrical wiring. Look for chafed,
stretched, cut or pinched wiring. Ensure electrical connectors fit
tightly and are not corroded. Ensure vacuum hoses are properly routed
and not pinched or cut. See M - VACUUM DIAGRAMS article to verify
routing and connections (if necessary). Inspect air induction system
for possible vacuum leaks.
MECHANICAL INSPECTION
Compression
Check engine mechanical condition using a compression gauge,
vacuum gauge or engine analyzer. See engine analyzer manual for
specific instructions.
WARNING: Do not use ignition switch during compression tests on fuel

injected vehicles. Use a remote starter to crank engine. Fuel
injectors on many models are triggered by ignition switch
during cranking mode, which can create a fire hazard or
contaminate engine oiling system.

Application Specification (Minimum)

Compression Pressure ....... 189-219 psi (13.2-15.3 kg/cm )

Exhaust System Backpressure
1) Exhaust system can be checked using a vacuum or pressure
gauge. Remove oxygen sensor or air injection check valve (if
equipped).
2) Connect a 1-10 psi pressure gauge, and run engine at 2500
RPM. If exhaust system backpressure is greater than 1 3/4-2 psi,
exhaust system or catalytic converter is plugged.
3) If using a vacuum gauge, connect vacuum gauge hose to
intake manifold vacuum port and start engine. Observe vacuum gauge.
Open throttle part way and hold steadily. If vacuum gauge reading
slowly drops after stabilizing, exhaust system should be checked for a
restriction.
FUEL SYSTEM
FUEL PRESSURE
Fuel Pressure
1) Before disconnecting, cover fuel line connector using shop
towel to absorb any fuel spray. Connect Fuel Pressure Gauge (5011)
between fuel line and fuel rail. Seal free end of hose using Plug
(5266) or use Fuel Drainage Unit (981 2270, 2273 and 2282).
2) Lift cover on central electrical unit located in engine
compartment and remove fuel pump relay. See Fig. 1.
3) Connect a jumper wire between relay terminals No. 1 and 3.
See Fig. 2.
4) Turn ignition on. Fuel pump should start. Fuel filler
cover can be removed to determine whether main pump is operating. Fuel
pressure should be about 43.5 psi (3.06 kg/cm ). If pressure is too

low, pinch return hose by hand and check whether pressure rises. DO
NOT allow pressure to exceed 86 psi (6 kg/cm ).
5) If pressure rises rapidly, pump and lines are okay.
Replace pressure regulator and recheck line pressure. If pressure
rises slowly, fuel filter, fuel pump strainer or fuel lines are
blocked. If pressure does not rise, fuel pump is probably faulty.
6) If pressure is too high, remove jumper wire between relay
or fuse terminals. Remove return hose from pressure regulator. Blow in
pipe. Remove vacuum hose from pressure regulator. Blow in pipe. If
both hoses are open, pressure regulator is defective. Replace
regulator and recheck pressure.
Fig. 1: Locating Fuel Pump Relay

Fig. 2: Identifying Fuel Pump Relay Terminals
CAUTION: Ensure ignition is off when connecting or disconnecting ECU

connector.
Fuel Pump Circuit

1) If fuel pump does not operate with ignition on, remove
fuel pump relay. See Fig. 1. Connect jumper wire between fuel pump
relay terminals No. 1 and 3. See Fig. 2. Turn ignition on. If fuel
pump does not start, go to next step. If fuel pump starts, replace
fuel pump relay.
ground.
volts, replace relay.
6) If voltage is not to specification, check wiring between
fuel pump relay and ECU. If wiring is okay, see ELECTRONIC CONTROL
UNIT - IGNITION in the I - SYSTEM/COMPONENT TESTS article.

IGNITION CHECKS
BOSCH EZ129K
1) Disconnect coil wire from distributor cap. Put coil wire
next to ground and operate starter motor. If spark is present, check
distributor rotor and cap. If spark is not present, go to next step.
2) Connect voltmeter between ignition coil connector terminal
No. 15 (Red wire) and ground. Turn ignition on. If battery voltage is
not present, check voltage supply to ignition coil. If battery voltage
is present, turn ignition off and go to next step.
3) Connect voltmeter between ignition coil terminal No. 1
(Blue wire) and ground. Operate starter motor. If about .7-1.3 volts
are present, repeat test using new ignition coil. If about .7-1.3
volts are not present, turn ignition off and go to next step.
4) Disconnect engine speed sensor connector located close to
flywheel. Connect an ohmmeter between sensor terminals. If resistance
is about 200-400 ohms, go to next step and check Camshaft Position
Sensor (CMP) signal. If resistance is not about 200-400 ohms, replace
sensor.
NOTE: Engine speed sensor is also known as Vehicle Speed Sensor

(VSS) or impulse sensor.
5) Remove intake hose. Bend aside rubber sleeve on CMP

connector. Connect voltmeter between connector terminal No. 2 and
ground. See Fig. 4. Operate starter motor. If voltage reading varies
between 0-5 volts, go to step 7). If voltage reading does not vary
between 0-5 volts, go to next step.
Fig. 4: Identifying Camshaft Position Sensor (CMP) Terminals

6) Connect voltmeter between CMP connector terminal No. 3 and

ground. Turn ignition on. About 10 volts should be present. Turn
ignition off. Connect an ohmmeter between CMP connector terminal No. 1
and ground. Ohmmeter should show about zero ohms. If voltage supply
and ground are okay, repeat test using new CMP. If voltage supply and
ground are not okay, reconnect intake hose and go to step 9).
7) If voltage reading varied between 0-5 volts in step 5),
disconnect power stage connector at ignition coil. Bend back rubber
sleeve on connector. Check ground supply by connecting ohmmeter
between connector terminal No. 1 and ground. See Fig. 5. Ohmmeter
should indicate zero ohms. Check voltage supply by connecting
voltmeter between terminal No. 3 and ground. Turn ignition on. Battery
voltage should be present.
Fig. 5: Identifying Power Stage Connector Terminals

8) Check power stage control signal by connecting voltmeter

between terminal No. 4 and ground. Operate starter motor. Voltmeter
should indicate .7-1.3 volts. If ground, voltage and control signal
are okay, repeat test using new power stage. If ground connection and
voltage are faulty, check wiring. If control signal is not present, go
to next step and check ECU input and output signals.
9) Connect Breakout Box (981 3190) and Adapter (981 3195) to
distributor ignition ECU. See Fig. 3. Turn ignition switch to OFF
position. Distributor ignition ECU is located in right side of engine
compartment. Remove ECU cover. Disconnect distributor ignition ECU
connector. Visually inspect all terminal connector sleeves to ensure
no terminals are damaged.
10) To install breakout box, remove distributor ignition ECU.
Press adapter onto distributor ignition ECU and pull lead upward
through slot beside module. Press distributor ignition ECU, with
adapter connected, into connector in bottom of ECU box. Connect
breakout box to adapter 60-pin connector.
11) Ensure ignition is off. To check ECU input and output
signals, connect ohmmeter between breakout box terminal No. 20 and
ground, then between breakout box terminal No. 29 and ground. Ohmmeter
should indicate about zero ohms in both cases.
12) Ensure ignition is off. Connect ohmmeter between breakout
box terminals No. 20 and 2, and between breakout box terminals No. 20
and 15. Ohmmeter should indicate about zero ohms in both cases.
13) Ensure ignition is off. Connect voltmeter between
breakout box terminals No. 20 and 10. Battery voltage should be
present. Turn ignition on. Connect voltmeter between breakout box
terminals No. 20 and 30. Battery voltage should be present.
14) Check engine speed sensor signal by connecting voltmeter
between breakout box terminals No. 1 and 2. Operate starter motor.
Voltmeter should indicate 300-400 millivolts. If signal is not
present, check sensor. See Code 1-3-1 diagnosis procedures in the
G - TESTS W/CODES article. If signal is present, go to next step and
check Camshaft Position Sensor (CMP) signal.
NOTE: Engine speed sensor is also known as Vehicle Speed Sensor

(VSS) or impulse sensor.
15) Connect voltmeter between breakout box terminals No. 20

and 4. Operate starter motor. Voltage should vary between 0-5 volts.
If voltage is okay, go to next step. If voltage is not okay, connect
voltmeter between breakout box terminals No. 20 and 14. Voltmeter
should indicate about 10 volts. If voltage is present, but signal is
not present, repeat test using new CMP. If voltage is not present,
repeat test using new ECU.
16) If voltage was okay in step 15), connect voltmeter
between breakout box terminals No. 20 and 43. Operate starter motor.
Voltage should indicate about 5-7 volts. If voltage is not present,
repeat test using ECU. If voltage is present, ignition system is
operating properly.
IDLE SPEED & IGNITION TIMING

NOTE: Idle speed and ignition timing are not adjustable. See the
IDLE SPEED & CO LEVEL and IGNITION TIMING tables for
specifications.

Non-Turbo
Cooling Fan On .............. 800 ............... 0.6%
Cooling Fan Off ............. 825 ............... 0.6%
sensor connected.


Non-Turbo ................................. 8-12 @ 750-850

SUMMARY
If no faults were found while performing BASIC DIAGNOSTIC
PROCEDURES, proceed to G - TESTS W/CODES article. If no hard codes are
found in self-diagnostics, proceed to the H - TESTS W/O CODES article
for diagnosis by symptom (i.e., ROUGH IDLE, NO START, etc.) or
intermittent diagnostic procedures.
BRAKE SYSTEM
1995 Volvo 850
1995-96 BRAKES
Volvo Brakes - Disc
850
DESCRIPTION
All models use front and rear disc brakes with 3 makes of
calipers: ATE, Bendix (DBA) and Girling. Service brakes are
hydraulically-operated by a tandem master cylinder and vacuum power
brake unit. Parking brake uses rear wheel disc rotor internally
mounted brake shoes.
NOTE: For information on Volvo anti-lock brake system, see

appropriate article:
* ANTI-LOCK BRAKE SYSTEM & TRACTION CONTROL - 1995

* ANTI-LOCK BRAKE SYSTEM & TRACTION CONTROL - 1996
BLEEDING BRAKE SYSTEM

NOTE: Use only DOT 4 grade brake fluid.
1) Raise and support vehicle. Fill master cylinder reservoir

to maximum mark. Bleed brakes in sequence. See
BRAKELINE BLEEDING SEQUENCE TABLE. After bleeding brakes, depress
brake pedal with a force equal to an abrupt stop.
2) Pedal travel should not exceed 1.57" (40 mm). Brake
warning light should not illuminate. If air is still present in
system, repeat procedure.
BRAKELINE BLEEDING SEQUENCE TABLE

Application Sequence
850 ..................................... LR Or RR, RF, LF

ADJUSTMENTS
BRAKE PEDAL HEIGHT

Brake pedal height should be equal to clutch pedal height. To
adjust, loosen lock nut, remove cotter pin and turn push rod until
pedal height is equal. Replace cotter pin and tighten lock nut. Pedal
travel should be 6-6.5" (150-163 mm). Pedal travel can ONLY be
measured during brake bleeding operation.
PARKING/EMERGENCY BRAKE
1) Remove rear wheels. Rotate brake disc until adjustment
hole is directly over adjustment screw between brake shoes. Adjust
brake shoes by turning adjustment screw upward until brake disc can no
longer be rotated. Adjust shoes by backing off screw 5 notches.
2) If there is play between cable and lever, fine adjustment
can be made at parking lever. To access adjustment screw, remove
square cover plate located under armrest on center console. Turn
adjustment screw so full parking brake activation is achieved between
second and eighth notch. Install cover plate.
STOPLIGHT SWITCH
Adjust switch so brakelights come on when pedal is depressed
.30-.60" (8-14 mm).
DISC PADS
NOTE: Use Remover (2917) to remove disc pads.
Removal & Installation (Front)

1) Raise and support vehicle. Mark position of wheel in
relation to hub for reassembly reference. Remove tire and wheel.
Carefully remove retaining spring to avoid bending. Remove protective
caps from 2 guide pin bolts. Using a 7-mm Allen wrench, remove both
guide pin bolts. Carefully remove brake caliper from carrier to avoid
damage to brake hose. Remove brake pads.
2) Check guide pin rubber sleeves and replace as necessary.
Grease guide pin bolts with silicone. Press piston into brake caliper
cylinder, Ensure dust boot is correctly seated. Insert NEW brake pads
and rein-stall brake caliper. Tighten caliper guide pin bolts to
specification. See TORQUE SPECIFICATIONS.
Removal & Installation (Rear)

1) Raise and support vehicle. Mark position of wheel in
relation to hub for reassembly reference. Remove tire and wheel. Using
a 3-mm drift, knock out retaining pins. Pull out retaining spring.
Remove brake pads and shims. Use Puller (999 2917) if brake pads are
difficult to remove.
2) Grease shims on both sides with a thin coating of
silicone. Install shims on brake pad plates. Install NEW brake pads.
Replace one retaining pin and retaining spring, then replace other
retaining pin and retaining spring.
Fig. 1: Checking ATE Rear Caliper Piston Angle To Avoid Brake Squeal
CALIPER ASSEMBLY
1) Raise and support vehicle. Remove wheel. Carefully remove
retaining spring. Remove protective caps from 2 guide pin bolts. Using
a 7-mm Allen wrench, remove both guide pin bolts. Carefully remove
caliper from carrier.
2) To install, reverse removal procedure. Grease guide pin
bolts with silicone. Ensure pins slide easily in their sleeves.

1) Raise and support vehicle. Remove wheel. Remove disc pads.
See DISC PADS under REMOVAL & INSTALLATION. Remove brakeline from
brake caliper. Remove brake caliper mounting bolts and take off
caliper.
2) Using NEW bolts, install brake caliper. Tighten bolts to
specification. See TORQUE SPECIFICATIONS. Reinstall brakeline on
caliper.
DISC BRAKE ROTOR

1) Remove caliper and brake pads. See DISC PADS and
CALIPER ASSEMBLY under REMOVAL & INSTALLATION. Remove 2 caliper
carrier mounting bolts and remove carrier. Remove guide pin bolt and
screws (if equipped). Remove disc brake rotor.
2) To install, reverse removal procedure. Tighten guide pin
bolt and screws (if equipped) to 72 INCH lbs. (8 N.m).

Remove caliper. Remove screws retaining rotor to hub. Remove
rotor. To install, reverse removal procedure.
REAR AXLE SEAL & BEARING

NOTE: Models have sealed wheel bearings. See SUSPENSION - REAR
article in SUSPENSION.
PARKING BRAKE SHOES

Removal
1) Remove cover plate under middle console armrest. Loosen
parking brake adjustment screw at parking brake lever. Remove rear
wheel. Remove brake caliper bolts and remove brakeline from mounting
clip. On left side, remove 3-way brakeline connector screw. Remove
brake caliper and suspend by wire.
2) Adjust brake shoes so they do not catch when brake disc is
being removed. Remove guide pin bolt and brake disc. Mark hub and disc
for reassembly reference. Remove lower return spring. Press apart
brake shoes and remove from hub.
Installation
To install, reverse removal procedure. Ensure adjustment
screw faces correct way. Adjust brake shoes by turning adjustment
screw until brake disc can no longer be rotated. Back off adjustment
screw 5 notches in other direction.
MASTER CYLINDER
Disconnect hydraulic lines at master cylinder. Plug openings
to prevent entry of foreign matter. Remove cylinder attaching nuts.
Remove cylinder assembly from vehicle. To install, reverse removal
procedure. Bleed hydraulic system.
POWER BRAKE UNIT
Removal
Depress brake pedal several times to purge vacuum from power brake
booster. Remove hydraulic modulator bracket. See appropriate article:
* ANTI-LOCK BRAKE SYSTEM & TRACTION CONTROL - 1995.

* ANTI-LOCK BRAKE SYSTEM & TRACTION CONTROL - 1996.
Remove clutch master cylinder. See CLUTCH article.

2) Remove non-return valve and vacuum hose. Disconnect
connector from pedal sensor. Remove ventilation hose and disconnect
wire above power brake booster to allow clearance.
3) Remove sound proofing under steering wheel. Remove 4 nuts
holding power brake booster to inside of firewall. See Fig. 2. Remove
spring clip holding push rod at brake pedal. Remove power brake
booster. Carefully handle sealing ring located between power brake
booster and firewall.
Installation
Install sealing ring on power brake booster. Install power
brake booster. Connect push rod to brake pedal and replace spring
clip. Install 4 mounting nuts and tighten to 19 ft. lbs. (25 N.m). To
Fig. 2: Removing Power Brake Booster

Check Valve Replacement

Disconnect vacuum hose from check valve. Using 2
screwdrivers, lever out check valve. Remove seal. Install NEW seal,
ensuring that flange is properly aligned in cylinder. Coat seal with
grease. Press valve carefully into place. Ensure that seal does not
move out of position. Reconnect vacuum hose so that highest point is
attached to valve.
OVERHAUL
BRAKE CALIPER
Disassembly
Remove disc pads, piston dust covers, and retaining clips.
Insert wooden block into caliper housing. Apply compressed air at
fluid inlet ports to force pistons out of caliper. Remove piston seals
from cylinder bore.
NOTE: DO NOT separate caliper halves.
Cleaning & Inspection

Clean all parts in brake fluid or alcohol. Inspect cylinder
bores for scoring, rust or corrosion. Replace if defective. Replace
rubber seals and dust covers during overhaul. See Figs. 3-8.
Fig. 3: Identifying Girling Front Caliper Components

Fig. 4: Identifying ATE Rear Caliper Components
Fig. 5: Identifying Girling Rear Caliper Components

Fig. 6: Identifying Bendix (DBA) Front Caliper Components
Fig. 7: Identifying Front Caliper Components

Fig. 8: Identifying Rear Caliper Components
Reassembly
Coat all parts with clean brake fluid. Install NEW piston
seals in cylinder bores. Carefully install pistons into cylinder
bores. On ATE rear brake calipers, check piston position. See
DISC PADS under REMOVAL & INSTALLATION. See Fig. 1. Install dust boots
and retaining clips. Install bleeder screw and disc pads.
MASTER CYLINDER
NOTE: Master cylinder overhaul procedure is not available at time
of publication.
Disassembly
Remove master cylinder from vehicle. Clamp mounting flange in
a vise. Remove reservoir from cylinder. Remove rubber sealing rings.
Remove retainer ring from end of cylinder bore. Remove pistons from
cylinder bore. See Fig. 9.
Fig. 9: Identifying Master Cylinder Piston Components

Cleaning & Inspection

Wash all parts in clean brake fluid or alcohol. Blow dry with
compressed air. Inspect cylinder bore for scratches, rust or
corrosion. Replace if defective. Replace both pistons with connector
sleeve as an assembly.
Reassembly
1) Lubricate all parts with clean brake fluid prior to
reassembly. Position washer, seal, and back-up ring on secondary
piston. Install spring thrust washer on piston. Install piston
assembly into cylinder bore. Install washer, seal and back-up ring on
primary piston.
2) Install spring with plate and sleeve on piston. Install
piston assembly into cylinder bore. Push piston into cylinder bore.
Install retaining ring. Install reservoir sealing rings, and install
reservoir.

Caliper Guide Pin Bolts .......................... 22 (30)

Front Caliper Mounting Bolts .................... 74 (100)
Master Cylinder Mounting Bolts ................... 22 (30)
Power Booster Mounting Nuts ...................... 19 (25)
Rear Caliper Mounting Bolts ...................... 43 (58)
Wheel Lug Nuts .................................. 81 (110)
INCH Lbs. (N.m)
Rotor Retaining Stud .............................. 72 (8)

DISC BRAKE SPECIFICATIONS

DISC BRAKE SPECIFICATIONS TABLE

Disc Diameter
Front ...................................... 11.02 (280)
Rear ....................................... 11.61 (295)
Lateral Runout (Maximum)
Front ....................................... .001 (.04)
Rear ........................................ .003 (.08)
Original Thickness
Front ........................................ 1.02 (26)
Rear ......................................... .38 (9.6)
Minimum Refinish Thickness .......................... ( 1)
Discard Thickness
Front ......................................... .90 (23)
Rear ......................................... .33 (8.4)
Parking Brake Drum (Inside Rotor)
Maximum Runout ................................ .006 (.15)
(1) - Always use minimum thickness specification stamped

on rotors.

CLUTCH
1995 Volvo 850
1995-96 Clutch
Volvo 850

Clutch pedal movement is transferred to clutch via a servo
system which prevents noise and vibration from engine entering
passenger compartment. Entire system from clutch pedal to throw-out
bearing requires no lubrication. Hydraulic clutch transmission system
does not require any preventive maintenance. See Fig. 1.
Fig. 1: Sectional View Of Clutch Assembly

ADJUSTMENTS
NOTE: Adjustments to clutch system are not necessary. System is
self-adjusting.
CLUTCH ASSEMBLY
NOTE: If engine and transaxle are already removed and/or
separated, go to step 18).
Removal
1) Release steering wheel adjustment lever. Push steering
wheel as far forward and upward as possible. Lock steering wheel with
lever. Put shift lever in Neutral. Remove battery, air cleaner, air
intake, battery shelf and air cleaner bracket retaining screws.
2) On turbo models, disconnect timing valve from air cleaner.
Remove clip and hose from turbo air pipe. Remove air intake between
air cleaner and turbo unit. On all models, remove transmission
selector cables from bracket and levers. Tap out pin and remove
selector link plate. Disconnect back-up light switch connector.
3) On turbo models, remove accessory belt idler pulley cover.
Disconnect turbo inlet pipe from turbo. Move and secure turbo inlet
pipe away from turbo. Remove upper oil coolant hose from engine
oilcooler.
4) On all models, remove cable tie from engine cable harness.
Remove ground wire from transaxle. Remove circlip and clutch slave
cylinder from transaxle. Leave boots on cylinder. Loosen nut on rear
engine mount/splash guard. Remove 5 bolts securing starter motor and
transaxle.
5) Remove cover over high tension wiring. Lift coolant
expansion tank off bracket and allow to hang free. Remove electrical
cable conduit from subframe behind A/C compressor. On models equipped
with EGR valve, disconnect hoses from EGR thermostatic control valve
located on top of radiator.
6) On all models, remove bolt securing torque arm to engine.
Disconnect ground lead next to torque arm. Install Lifting Yoke (999
5534) to torque arm and valve cover.
7) Install Supports (999 5033) on fenders. Install Lifting
Beam (999 5006) on supports. Install lifting beam directly above lugs
on lifting yoke. Install Lifting Hook (999 5460). Lift hook about .20"
(5 mm) to relieve weight on engine mountings. Measure and record
height of lifting hook above engine.
8) Remove front wheels. Remove ABS sensor from left outboard
shaft. DO NOT disconnect ABS electrical connector. Disconnect left and
right brake lines, and ABS cable brackets. Unhook brackets and allow
to hang free. Remove front plastic nuts from left fender liner and any
Torx screws. Remove left hub center nut locking clip. Using Center
Lock Nut Remover (999 5461) for 4-bolt wheel, or Center Lock Nut
Remover (999 5540) for 5 bolt wheel, remove left hub center nut.
9) Using plastic mallet, tap driveshaft end about .39-59"
(10-15 mm) into hub to loosen driveshaft. Remove front splash guard
bolts. Push guard forward so locating pins on back come loose.
Disconnect front of splash guard and remove. Remove splash guard under
engine. Remove ball joint-to-link arm nuts on both sides. Disconnect
link arms from ball joints. Disconnect and remove link arms from anti-
roll bar.
from body. Disconnect exhaust pipe tie behind 3-way catalytic
converter. Remove bolts holding power steering pipe brackets to
subframe. Remove 2 bolts holding steady-bar bracket to transaxle.
Drain transaxle.
11) Remove right axle shaft support bearing cap. Remove axle
shaft from transaxle. Twist and pull out MacPherson strut. Use care
not to damage drive axle seal or boots. Install Plug (999 5488) to
seal hole. DO NOT completely remove axle shaft. Allow axle shaft to
rest on subframe and oil pipe.
12) Loosen bolts securing steering gear to engine mounting
about one turn. Remove nuts holding steering gear to subframe.
Disconnect subframe from vehicle by positioning Jack (998 5972-0)
under left side of subframe. Tighten jack up gently against subframe.
Remove bolts on both sides of subframe brackets. Loosen 2 right
subframe-to-body bolts about .59" (15 mm). Remove left subframe-to-
body bolts.
13) Lower subframe while ensuring steering gear bolts do not
hang up. Ensure MacPherson strut disengages from right drive axle
boots. Remove jack and allow subframe to hang free on right side
bolts. Hang steering gear on left side using Hook (999 5045) in hole
in frame member flange. Ensure lower steering wheel shaft section does
not slip out of steering column.
engine mount. Remove engine mount. Secure axle shaft to oil pipe.
Disconnect HO2S cable terminals from cover. Disconnect speedometer
connector and cable. Remove rear engine mount cover and rear mounting
from transaxle.
15) Remove left axle shaft by twisting and pulling out
MacPherson strut. Tap drive axle end with plastic mallet and pull
shaft from hub. Using Lever (999 5462), remove drive axle from
transaxle. Use care not to damage drive axle seal or boots. Install
Plug (999 5488) to seal hole. Clean metal glue off hub drive axle
splines.
16) Use lifting hook and lower engine and transaxle until
about 12.6" (320 mm) of clearance exists between lifting beam and
valve cover. DO NOT lower engine too much, as exhaust pipe may press
on steering gear. Ensure no wiring or hoses are pinched or stretched,
and that dipstick clears fan.
17) Install Universal Tool (999 5972) and Transaxle Fixture
(999 5463) to jack. Attach transaxle fixture to transaxle using bolts
from steady-bar bracket. At same time, position Support Plate (5463-2)
on fixture. Raise engine. Remove remaining bolts securing transaxle to
engine. Pull transaxle straight out from engine without damaging
clutch disc and pressure plate.
18) With engine and transaxle separated, install Immobilizing
Tool (999 5112) to keep flywheel from turning. Remove 6 flywheel bolts
in a crisscross order. Remove pressure plate and driven plate
assembly. Remove throw-out bearing from sleeve and fork. Remove fork
and dust cap.
Inspection
1) Clean all parts. Ensure throw-out bearing rotates freely
and silently. Check fork for cracking or other wear. Ensure dust cap
is intact. Check pressure plate and flywheel friction surfaces for
signs of overheating, cracks, or other damage. Ensure diaphragm spring
is not split or damaged.
2) Check inside surface of pressure plate for warpage by
placing a straightedge across plate surface. If warpage exceeds .007"
(.20 mm), replace pressure plate. Ensure flywheel is free from cracks
andscoring.
3) Ensure clutch disc is free of oil and dirt, and damper
springs in center of plate are in good condition. Clutch disc hub
should slide smoothly. See CLUTCH SPECIFICATIONS.
Installation
1) Lubricate ball joint and throw-out bearing fork with Paste
(1161246-2). Install throw-out bearing fork with dust cap. Install
throw-out bearing in fork and onto sleeve. Place a strap around fork
to hold throw-out bearing in place during installation.
2) Place Centering Drift (999 5487) on input shaft. Install
clutch disc and pressure plate. Install pressure plate bolts,
tightening bolts evenly in a crisscross pattern. Remove drift and
immobilizing tool. DO NOT apply lubricant to transaxle input shaft
splines or inside of throw-out bearing.
3) Ensure mating flanges on transaxle and engine are clean
and engine locating sleeves are in place. Coat locating sleeve holes
with grease. Install transaxle using jack and transaxle fixture.
Ensure transaxle lines up straight with engine and clutch disc hub.
4) Install and alternately tighten engine-to-transaxle
locating sleeve bolts. Install remaining 5 engine-to-transaxle bolts
and tighten in a crisscross pattern. Remove transaxle fixture and jack
from transaxle.
5) Raise Lifting Hook (999 5460) to level previously recorded
in step 7) under REMOVAL. Ensure no cables, wiring, or hoses are
pinched or trapped. Install 3 rear engine mount-to-transaxle bolts.
Tighten 2 rear bolts. Remove front bolt. Install engine mount cover.
6) Install engine mount locating pin in cover and install,
but DO NOT tighten NEW nut. Install, but DO NOT tighten, engine mount-
to-steering gear bolt. Disconnect support hook. Install HO2S cable and
clips in cover. Install Vehicle Speed Sensor (VSS) connector and
cable.
7) Start with left side and raise subframe. Install 4
NEW bolts with greased threads. Install bolts to subframe and
support plate. Tighten frame bolts and frame bracket bolts. See
TORQUE SPECIFICATIONS. Move jack to right side, remove
existing bolts, and repeat procedure.
8) Remove lifting hook, lifting beam, supports and lifting
lug. Install NEW steering gear nuts. Install font engine mount-to-
subframe bolts. Tighten remaining front and rear engine mount bolts.
9) Install NEW steady bar bracket-to-transaxle bolts. Install
bolts holding pipe brackets to steering gear. Tighten exhaust clamp
(wiggle exhaust pipe while tightening).
10) Use care not to damage drive axle seal or boots and
install right axle shaft into transaxle. Install bearing cap. Ensure
ABS sensor gear well area is free of dirt and install left axle shaft.
Push in axle shaft so shaft engages with transaxle. Ensure axle shaft
circlip snaps into place. See Fig. 2. Use care not to damage axle
shaft seal or boots.
Fig. 2: Ensuring Axle Shaft Circlip Snaps Into Place

11) Apply Metal Glue (1161370-0) to drive axle splines. Use a

socket wrench to hold suspension arm down and twist MacPherson strut
clear. Insert axle shaft in hub. Oil nut threads and flange, and hand-
tighten NEW drive axle nut.
12) Ensure ball joint seating in suspension arm is clean and
free of grease. Tighten NEW inside and outside nuts. Apply
Rustproofing Material (1161432-8) to area between ball joint,
suspension arm and nuts. Use NEW nuts and install link arm to anti-
roll bar.
13) Tighten left hub center nut. Use a chisel and tap locking
flange onto axle shaft slot. Install brake lines and ABS cable
brackets on both sides.
NOTE: Ensure ABS sensor seat is perfectly clean.
14) Install ABS sensor on wheel spindle. Install plastic nuts

and Torx screws to inner shield on left side. Install cable pipe on
subframe, charcoal canister, and subframe under engine.
15) Install cover under engine and push toward front of
vehicle. Push up at back so cover locating pins fall in place. Install
bolts. Install wheels. Ensure brake disc pad contact surfaces are
clean. Grease hub center locating pin in front of pad using
Rustproofing Agent (1161038-3). Install bolts and tighten in pairs.
16) Install transaxle-to-starter bolts and coolant hose
bracket. Install clutch slave cylinder and clip. Without moving fork,
remove temporary strap from throw-out bearing fork. Install ground
wire and lead tie. Install back-up light switch connector. Install
shift lever link plate and locking pin. Install selector cables in
brackets.
NOTE: Outside bracket and selector cables have Yellow markings.
17) Lubricate selector levers with Grease (1161241-3).

Install selector cables to levers. Install 2 washers and clips.
Install high tension wire cover, expansion tank, air cleaner-to-
bracket bolts, spark plug cover, battery shelf, air cleaner and
battery. Tighten all bolts and nuts to specification. See
TORQUE SPECIFICATIONS. Fill transaxle with 5W/30 synthetic oil.
Transaxle capacity is 4.4Pts. (2.1L)
CLUTCH MASTER CYLINDER

Removal
1) Remove air filter box. On turbo models, disconnect timing
valve from air cleaner. On all models, secure holding bracket to air
cleaner. Remove cable tie to drain hose and move hose to one side.
Remove as much brake fluid as possible from brake fluid reservoir.
Place a shop towel around brake fluid reservoir and disconnect hose
from bottom of reservoir. Remove quick release clip and disconnect
line from clutch master cylinder.
2) Remove lower dash panel and knee guard. Fold back
carpeting and remove clip securing clutch master cylinder pushrod to
clutch pedal. Remove nut and bolt securing clutch master cylinder to
firewall. Remove clutch master cylinder.
Installation
1) Transfer brake fluid supply hose to NEW clutch master
cylinder. Apply small amount of silicone grease to clutch master
cylinder lug for pushrod. Install clutch master cylinder. Install clip
securing pushrod to clutch pedal. Install knee guard and tighten
bolts. Install lower dash panel and carpet. Tighten all bolts and nuts
to specification. See TORQUE SPECIFICATIONS.
2) Install clutch master cylinder line. Install brake fluid
reservoir hose. Install drain hose with cable tie. Replace brake fluid
and bleed system. Install bracket retaining screws to air cleaner.
Install air cleaner.
OVERHAUL
NOTE: Manufacturer recommends replacement of faulty clutch master
cylinder and does not provide overhaul procedure.
CLUTCH SPECIFICATIONS
CLUTCH SPECIFICATIONS TABLE

Clutch Disk Diameter

2.3L ............................. 9.409-9.488 (239-241)
2.5L ............................. 8.937-9.015 (227-229)
Clutch Disk Thickness
2.3L ............................. .303-.326 (7.70-8.30)
2.5L ............................. .284-.286 (7.22-7.28)
Clutch Fork Travel .......................... .660 (17-22)
Clutch Pedal Travel ......................... 5.08 (129.2)
Clutch Slave Cylinder Travel ............... .33" (8.5 mm)
Pressure Plate Diameter
2.3L ....................................... 9.488 (241)
2.5L ....................................... 9.055 (230)
Pressure Plate Warpage (Maximum) .............. .007 (.20)

ABS Sensor Bolt ................................... 7 (10)

Axle Shaft Bearing Cap Bolt ...................... 18 (25)
Clutch Master Cylinder Bolt ...................... 18 (25)
Clutch Cover-To-Flywheel Bolt .................... 18 (25)
Engine Mount-To-Transaxle Bolt ................... 37 (50)
Engine-To-Transaxle Bolt ......................... 37 (50)
Transaxle-To-Engine Bolt ......................... 37 (50)
Transaxle-To-Starter Bolt ........................ 29 (40)
Hub Center Nut .............................. ( 1) 89 (120)
Knee Guard Bolt .................................. 15 (20)
Link Arm-To-Anti-Roll Bar Nut .................... 37 (50)
Pipe Brackets-To-Steering Gear Bolt .............. 18 (25)
Rear Splash Guard Nut ............................ 37 (50)
Steady Bar Bracket-To-Transaxle Bolt
Early Version .............................. ( 2) 13 (18)
Later Version .............................. ( 3) 26 (35)
Steering Gear Nut ................................ 37 (50)
Subframe Bracket Bolt ............................ 37 (50)
Subframe & Support Plate Bolt ............... ( 4) 77 (105)
Suspension Arm-To-Ball Joint Nut ............. ( 5) 13 (18)
Wheel Lug Nut ................................... 81 (110)
(1) - Tighten nut an additional 60 degrees.

(2) - Tighten bolt another 90 degrees (early version).
(3) - Tighten bolt another 60 degrees (late version).
(4) - Tighten bolt another 120 degrees.

CRUISE CONTROL SYSTEM
1995 Volvo 850

Volvo Cruise Control Systems
850
NOTE: 1996 850 models are equipped with OBD II diagnostic

connector located in center console. Follow instructions
included with Volvo Scan Tool (998-8686-3) for diagnosis and
testing.
MAIN SWITCH
Cruise control main switch is located at end of turn signal
lever. See Fig. 1. Selector switch has 3 positions, OFF, ON and
RESUME. SET button is at tip of lever.
BRAKE & CLUTCH VALVES

Brake and clutch valves are located on the pedal assembly.
See Fig. 2. Valve adjusts using small plastic catches which hook onto
plunger, holding it in place.
When pedal is up (valve actuated), spring is compressed,
switch is on and vacuum valve is closed. When pedal is down (valve
deactivated), spring pushes plunger back. Electric contact is broken
and vacuum valve opens to allow atmospheric pressure into the system.
Fig. 1: Identifying Cruise Control Main Switch & Connector

Fig. 2: Locating Brake & Clutch Valves & Servo
CONTROL UNIT
Control unit is located in underhood fuse and relay center.
See Fig. 3. Control unit receives signals from sensor and switches.
Main function of control unit is to decide if system can be controlled
based on values and status of input signals, and to regulate system
for optimal function.
Control unit also performs diagnostic functions. This
enables the unit to communicate with the technician via the underhood
diagnostic hookup.
Fig. 3: Locating Control Unit & Terminal Identification

VACUUM PUMP & REGULATOR

Vacuum pump and regulator are contained in one unit, located
in left front corner of engine compartment. When cruise control system
is operating, a 12-volt electric motor pumps vacuum when accelerator
is depressed, sucking air out of tube which leads to vacuum servo. Air
is pumped out through right coupling. Each coupling is equipped with a
check valve to prevent air from entering tube via lower part of pump
housing.
Another tube provides constant atmospheric pressure to upper
pump housing. Regulator releases air to vacuum system when accelerator
is released.
VACUUM SERVO
Vacuum servo is located next to accelerator pedal and
consists of a housing and bellows. See Fig. 2. Bellows is pulled
toward housing when pressure decreases inside bellows, thereby pulling
on wire connecting throttle linkage and bellows.
ADJUSTMENTS
BRAKE & CLUTCH VALVES

Valves are self-adjusting. If manual adjustment is desired,
depress pedal until pedal arm does not make contact with valve. Pull
out plunger as far as possible and pull pedal up slowly. Plastic
catches in valve will hold piston in correct position.
VACUUM SERVO THROTTLE CABLE

Ensure throttle cable is taut at idle. Cable must not affect
position of throttle. See Fig. 2.
SYSTEM TESTS
NOTE: Diagnostic unit for retrieving codes is located in right
front section of engine compartment. Diagnostic unit is
equipped with an LED indicator, activation button and
function select cable. See Fig. 4.
All fault codes contain 3 digits (example 3-1-1). Since codes

interval separates series of flashes. Ensure all testing and diagnosis
is performed in the following order.
Fig. 4: Locating Diagnostic Unit
CONNECTING DIAGNOSTIC SYSTEM

Remove covers on diagnostic units. Connect selector cable to
socket No. 2 on diagnostic unit "B". See Fig. 4.
TRANSFER RATE TEST MODE

1) In this test mode, transfer rate (speed of information)
between control unit and diagnostic hookup can be changed. This is
useful if system is read with a display instrument (scan tool). See
TRANSFER RATE TEST CODES table. This step is not necessary if normal
rate is desired, as this rate is loaded with each ignition start.
2) To enter transfer rate test mode, press activation button
4 times, holding button down about one second each time. When LED
lights up, enter selected code. See TRANSFER RATE TEST CODES table.
Enter one digit each time LED lights up. Hold button down about one
second each time it is pressed. If code is entered correctly, LED will
flash code at new rate.
TRANSFER RATE TEST CODES TABLE

Code Function
3-1-1 ........................................ Normal Rate

3-1-2 .................................... ( 1) Double Rate
3-1-3 .......... 10-Times Normal Rate (Display Instrument)
(1) - Recommended for experienced user of diagnostic

system only.
CHECKING DIAGNOSTIC WIRE

1) Turn ignition on. Connect a voltmeter between diagnostic
unit "B" socket No. 2 and ground. See Fig. 4. If voltage is about 10
volts, diagnostic wire is okay. Go to COMPONENT TEST MODE. If voltage
is not about 10 volts, go to next step and check ground and voltage to
control unit in addition to wire from socket No. 2 in diagnostic unit
"B" to terminal 4S in control unit. See Fig. 3.
2) Remove cover from underhood relay and fuse unit. Remove
cruise control unit. Connect an ohmmeter between socket No. 2 on
diagnostic unit "B" and control unit terminal 4S. See Fig. 3. Ohmmeter
should show about zero ohms. Connect ohmmeter between ground and
control unit terminal 3S. Ohmmeter should show about zero ohms.
3) Turn ignition on. Connect a voltmeter between ground and
control unit terminal 1S. Battery voltage should be present. If any
measurement is not to specification, check fuse No. 28 and all wiring.
If all measurements are okay, retest using a known-good control unit.
COMPONENT TEST MODE

Introduction
1) This test mode is used to check the components that
comprise cruise control system. By activating components one by one,
and by giving control unit a response code if control unit has
received a signal from component, sensor as well as wiring and
connections can be checked. See COMPONENT TEST MODE CODES table.
2) If correct response code is not obtained, go to
appropriate testing for that particular response code. If correct
response codes are obtained, go to VACUUM SYSTEM CHECK.
COMPONENT TEST MODE CODES TABLE

Code Activated Component
1-1-3 ................................... Selector ON/OFF

With Selector In ON Position
1-1-3 ............................. Brake Or Clutch Valve
1-2-3 ................................... Selector RESUME
1-3-1 ..................................... Selector SET+
2-1-3 ..................................... Selector SET-
2-2-3 ......................... Shift A/T From "N" To "D"
With Selector In OFF Position
1-3-2 ............................... Depress Brake Pedal
3-1-1 ................................... Several Signals

Selector Switch Test (Response Code 1-1-3)
1) Response Code 1-1-3 is obtained when selector is switched
from OFF to ON, ON to OFF, or if brake or clutch pedal is depressed
while selector is set to ON. If code cannot be obtained in any
position, voltage is either constantly high (12 volts) or low (zero
volts). If Codes 1-3-1, 1-2-3, or 2-1-3 are also present, there is
voltage to selector switch. Go to BRAKE & CLUTCH PEDAL CHECK (RESPONSE
CODE 1-1-3). If Codes 1-3-1, 1-2-3, or 2-1-3 are not present, go to
next step and check voltage supply to selector switch.
2) Check cruise control fuse No. 28 and replace as necessary.
If fuse is okay, remove upper and lower steering column covers. Check
voltage to cruise control selector switch by turning ignition on.
Connect voltmeter (backprobe) between selector connector terminal No.
2 (Blue/Yellow wire) and ground. See Fig. 1. If battery voltage is not
present, check selector wiring. If battery voltage is present, go to
next step.
3) Connect voltmeter (backprobe) between selector connector
terminal No. 1 (Gray/White wire) and ground. Put switch in ON
position. If battery voltage is not present, replace selector switch.
If battery voltage is present, selector switch is okay.
Brake & Clutch Pedal Check (Response Code 1-1-3)

1) Check voltage to cruise control selector switch. See
SELECTOR SWITCH TEST (RESPONSE CODE 1-1-3). If test verifies cruise
control switch is okay, check voltage at brake and clutch pedal power
circuits. Ensure voltage is entering but not exiting switch. Adjust
switch as necessary. See BRAKE & CLUTCH VALVES under ADJUSTMENTS. If
switches are okay, go to next step.
2) Remove cruise control unit from underhood fuse and relay
center. See Fig. 3. Turn ignition on. Connect voltmeter between ground
and control unit terminal 9T. Battery voltage should be present. If
battery voltage is not present, check voltage circuit to brake and
clutch pedal valves.
Selector SET+ Check (Response Code 1-3-1)

1) Check voltage to cruise control selector switch.
See Fig. 1. See SELECTOR SWITCH TEST (RESPONSE CODE 1-1-3). If test
verifies cruise control switch is okay, connect voltmeter (backprobe)
between cruise control selector switch connector terminal No. 5
(Red/Black wire) and ground. Turn ignition on. Press SET+ button. If
battery voltage is present, go to next step. If battery voltage is not
present, replace selector switch.
2) Remove cruise control unit from underhood fuse and relay
center. See Fig. 3. Connect voltmeter between ground and cruise
control unit base terminal 4T. Turn ignition on. Set cruise control
selector switch to ON position. Press SET+ button. If voltmeter
indicates battery voltage, replace cruise control selector switch. If
voltmeter does not indicate battery voltage, check wiring between
selector switch connector terminal No. 5 (Red/Black wire) and cruise
control unit terminal 4T.
Selector SET- Check (Response Code 2-1-3)

verifies cruise control switch is okay, connect voltmeter (backprobe)
between cruise control selector switch connector terminal No. 4
(White/Black wire) and ground. Turn ignition on. Press SET- button. If
2) Remove cruise control unit from under-hood fuse and relay
selector switch to ON position. Press SET- button. If voltmeter
selector switch connector terminal No. 4 and cruise control unit
terminal 8T.
Selector RESUME Check (Response Code 1-2-3)

verifies cruise control switch is okay, connect (backprobe) voltmeter
between cruise control selector switch connector terminal No. 3 (Blue
wire) and ground. Turn ignition on. Press RESUME button. If battery
2) Remove cruise control unit from under-hood fuse and relay
selector switch to ON position. Press RESUME button. If voltmeter
selector switch connector terminal No. 3 (Blue wire) and cruise
control unit terminal 6T.
Neutral Start Switch Circuit Disengagement

(Response Code 2-2-3)
1) Turn ignition off. Remove cruise control unit from under-
hood fuse and relay center. See Fig. 3. Connect ohmmeter between
ground and cruise control unit base terminal 3T. With transmission
shift lever in Park or Neutral, ohmmeter should indicate zero ohms
resistance. With transmission shift lever in any other position,
ohmmeter should indicate infinite resistance.
2) If resistances are to specification, replace cruise
control module. If resistances are not to specification, check wiring
between cruise control unit terminal 3T and starter, including neutral
start switch.
Brakelight Switch Check (Response Code 1-3-2)

1) Step on brake pedal. If brakelight illuminates, check
wiring between cruise control unit connector terminal 6S and
brakelight switch. See Fig. 3. If brakelight does not illuminate, go
to next step.
2) Remove driver-side knee protector. Connect voltmeter
between brakelight switch Red wire and ground. If battery voltage is
present, go to next step. If battery voltage is not present, check Red
wire between brake light switch and fuse holder.
3) Connect voltmeter between brakelight switch Yellow wire
and ground. Step on brake pedal. If battery voltage is present, wiring
is okay. If battery voltage is not present, ensure voltage supply is
present at brakelight switch. If voltage supply is present,
replacebrake light switch.
Too Many Simultaneous Input Signals (Response Code 3-1-1)

1) This code is set when control unit receives more than one
input signal within 8 milliseconds. This is usually the result of a
malfunction in a contact or switch, or if wiring has shorted.
2) Activate switches to determine which circuit might have
caused Code 3-1-1 to set. If Code 3-1-1 sets again, check wiring and
switches in relation to which trouble code should have appeared.
VACUUM SYSTEM CHECK
NOTE: To properly test vacuum system, it is necessary to operate
vacuum motor and regulator with jumper wires from control
unit base. Use care when connecting wires as an incorrect
connection can destroy components.
Jumper Wire
Manufacture 2 jumper wires. One should be a single wire with
one normal blade terminal at one end and a thin blade terminal at the
other end. One blade terminal should be thin. Other jumper wire should
be a double wire joined at one end with a normal blade terminal, while
other ends should have thin blade terminals.
Starting Vacuum Pump & Regulator

1) Ensure ignition is off. Remove cruise control unit from
under-hood relay/fuse block. See Fig. 3. Connect single jumper wire
between cruise control unit base terminals 1S and 7T. Connect one end
of other wire to terminal 3S. See Fig. 5. Turn ignition on.
Fig. 5: Connecting Jumper Wires To Control Unit Base Terminals

2) Connect other end of wire connected to terminal 3S to

terminal 9S. Vacuum regulator should click. Connect other wire end to
terminal 7S. Vacuum motor should start while vacuum servo contracts so
control cylinder is pulled up. Remove wire from terminal 7S when
vacuum servo is fully contacted, stopping vacuum motor. If system does
not operate as described, go to step 4). If system operates as
described, go to next step.
3) Let vacuum servo remain contracted for at least 30 seconds
to ensure there is no leakage in vacuum system. See Fig. 2. To release
vacuum servo, remove wire from terminal 9S. Turn ignition off. If
system operates as described, go to step 7). If system does not
operate as described, go to next step.
4) Remove all jumper wires from control unit base. Connect
voltmeter between cruise control unit base terminals 3S and 1S. If
battery voltage is not present, check wiring to cruise control unit.
If battery voltage is present, go to next step.
5) Ensure ignition is off. Connect ohmmeter between control
unit base terminals 7T and 7S. Ohmmeter should indicate about 17 ohms
(internal resistance of vacuum motor). Connect ohmmeter between
control unit base terminals 7T and 9S. Ohmmeter should indicate about
100 ohms (internal resistance of regulator). If resistances are not to
specification, take measurements at individual components (vacuum
motor and regulator) to determine whether fault is in component or
wiring. If all measurements are to specification but vacuum system
still leaks, go to next step.
6) Start vacuum pump and regulator as outlined in steps 1)
and 2). Stop pump so vacuum leaks can be heard. If any valves are
leaking and require adjustment, see BRAKE & CLUTCH VALVES under
ADJUSTMENTS.
7) If system operated as described in step 3), start vacuum
pump and regulator as outlined in steps 1) and 2). Stop vacuum pump
when vacuum servo is fully contracted, but keep regulator connected.
Press brake pedal to release vacuum servo. If vacuum servo does not
release, loosen vacuum hose connection to release servo. Replace
valve.
8) Start vacuum pump again and contract vacuum servo. Press
clutch pedal to release vacuum servo. If servo does not release,
replace valve.
TEST FUNCTION NO. 1

Self Diagnostics
Codes stored in Test Function No. 1 should be read after a
road test because cruise control self diagnostics does not store
codes. Codes are erased when ignition is turned off. Road test must
exceed 22 MPH, otherwise Code 1-2-2 will always be stored, indicating
speed has not reached minimum speed.
NOTE: If engine is turned off after road test, Code 1-2-2 will be
stored. Road test must be repeated.
Beginning Test Function No. 1

Press activation button once for about one second. Read and
note code. Check if more than one code is stored by pressing
activation button once more for about one second. Read and note all
codes until first code is repeated. See SELF DIAGNOSTIC CODES table.
SELF DIAGNOSTIC CODES TABLE

Code Fault
1-1-1 ........................................... No Fault

1-1-2 .............................. Abnormal Speed Signal
1-2-2 ...................... Speed Below Minimum/No Signal
2-1-1 ............. Voltage Speed/Control Unit Malfunction
2-1-2 ....... Vacuum Pump or Regulator Circuit Malfunction

Code 1-1-2 & Code 1-2-2
1) Code 1-1-2 is stored if a safety feature has been tripped,
or an abnormal speed signal. Code is stored only if control unit has
had a normal signal at some time during road test and not for
stationary interruptions. Code 1-2-2 is stored when ignition is turned
on. It remains until vehicle speed is greater than 22 MPH for at least
15 seconds. If code remains after a road test at speeds greater than
22 MPH, control unit is not getting a speed signal.
2) If speedometer is not operating correctly, fault is not
with control unit. If speedometer does operate correctly, there is a
proper input signal to instrument cluster. Go to next step and check
if code for 12-pulse output signal is registered with instrument
cluster, fuel and ignition systems.
3) Enter diagnostic test mode No. 1 for instrument cluster by
placing selector cable in socket No. 7 of diagnostic unit "A". Check
for codes. Check for fuel system codes by placing selector cable in
socket No. 2 of diagnostic unit "A". Check for ignition system codes
by placing selector cable in socket No. 6 of diagnostic unit "A".
4) If Code 1-3-1 for instrument cluster, Code 3-1-1 for fuel
system, and Code 3-1-1 for ignition system are set, connection between
instrument cluster and cruise control, fuel system, and ignition
system is shorted to ground or voltage. Remove cruise control unit
from underhood relay/fuse block.
5) Raise and support front of vehicle. Turn ignition on.
Connect voltmeter between cruise control unit base terminal 8S and
ground. Turn front wheels. If voltmeter fluctuates between 0 and 12
volts, replace control module. If voltmeter constantly indicates high
(12 volts) or low (zero volts), check wiring between cruise control
unit and instrument cluster.
Code 2-1-1
Code 2-1-1 is set if malfunction is detected in control unit.
See Fig. 3. Replace control unit and retest system.
Code 2-1-2
Code 2-1-2 is stored if there is short circuit to ground or
voltage in circuit to vacuum pump and regulator. Fault may also be in
control unit. If a Code 2-1-2 fault code is present, test vacuum
system before a road test. See VACUUM SYSTEM CHECK. If trouble code
remains, replace control unit. See Fig. 3.
TEST FUNCTION NO. 2

Codes stored in Test Function No. 2 indicate most recent
reason for cruise control disengagement. This test function can be
used when cruise control disengages without driver input. Code remains
in memory until ignition is turned off, or until cruise control is
disconnected. These codes are not necessarily fault codes, since a
code is also stored after normal disengagement. See DISENGAGEMENT
CODES table.
DISENGAGEMENT CODES TABLE

Code Disengagement Cause
1-1-4 ............................... Safety Disengagement

1-4-1 ......... Neutral Start Switch Circuit Disengagement
4-1-1 ................ Brake/Clutch Selector Disengagement
1-2-4 ................... Brakelight Circuit Disengagement
2-1-4 ........... Voltage Feed Not Connected/Disengagement

Beginning Test Function No. 2
Press diagnostic button 5 times, holding activation button
down about one second each time. See Fig. 4. When LED lights up, enter
1-1-1 (one press each time LED lights). Hold activation button down
about one second each time. Read response code.
Code 1-1-4 (Safety Disengagement)

Code 1-1-4 is set in event of a safety disengagement. Safety
disengagement does not necessarily mean something is wrong with
system. Cruise control system disengages automatically during abnormal
conditions such as wheel spin, climbing a steep hill, etc. If this
code is set without a normal safety disengagement, check speed signal
circuit. See CODE 1-1-2 & Code 1-2-2 under TEST FUNCTION NO. 1.
Code 1-4-1 (Neutral Start Switch Circuit Disengagement)

Code 1-4-1 is set if cruise control is disengaged when
transmission shift lever is set in Park or Neutral. If this code is
set without shift lever in one of these positions, control unit
terminal 3T was grounded at moment of disengagement. See NEUTRAL START
SWITCH CIRCUIT DISENGAGEMENT (RESPONSE CODE 2-2-3) under COMPONENT
TEST MODE.
Code 4-1-1 (Brake Selector Disengagement)

Code 4-1-1 is set if cruise control is disengaged by sliding
selector to OFF position or depressing brake or clutch pedal.
Otherwise, control unit terminal 9T did not have battery voltage at
moment of disengagement. This may be caused by play in selector, loose
wires and connectors, or incorrectly adjusted brake or clutch valve.
See BRAKE & CLUTCH PEDAL CHECK (RESPONSE CODE 1-1-3) under COMPONENT
TEST MODE.
Code 1-2-4 (Brakelight Circuit Disengagement)

Code 1-2-4 is set if cruise control is disengaged by
depressing brake pedal and closing brakelight switch. Otherwise,
control unit terminal 6S was not connected to ground through
brakelight bulbs at moment of disengagement. Check for loose wires or
connectors and an incorrectly adjusted brakelight switch. See
BRAKELIGHT SWITCH CHECK (RESPONSE CODE 1-3-2) under COMPONENT TEST
MODE.
Code 2-1-4 (Voltage Feed Not Connected/Disengagement)

1) Code 2-1-4 is set when ignition is turned on and remains
stored until cruise control is engaged using SET one time and
disengaged once. Reason for disengagement is then stored instead of
Code 2-1-4.
2) If Code 2-1-4 is set after disengagement during a test
drive, without engine having been turned off, voltage to control unit
has fallen below minimum level.
BRAKE & CLUTCH VALVE

Brake valve is located at brake pedal. Remove clip, vacuum
hoses and connectors from valve. Use care not to damage rubber seals.
To install, reverse removal procedure. Adjust valve. See BRAKE &
CLUTCH VALVES under ADJUSTMENTS.
CRUISE CONTROL SWITCH

Turn ignition off. Remove upper and lower steering column
covers. Pull off selector connector and remove 2 screws holding
selector in place. To install, reverse removal procedure.
BRAKELIGHT SWITCH
Remove brakelight fuse. Remove brakelight switch connector.
Remove brakelight switch. To install, reverse removal procedure.
WIRING DIAGRAM
Fig. 6: Cruise Control System Wiring Diagram (1995-96)

ELECTRICAL COMPONENT LOCATOR
1995 Volvo 850
1995 ELECTRICAL COMPONENT LOCATION

Volvo Electrical Components
850
SAFETY PRECAUTION
WARNING: When working on vehicles equipped with Supplemental
Restraint System (SRS), never apply electrical voltage to
the system. This could cause the SRS (air bag) to be
deployed.
BUZZERS, RELAYS & TIMERS

Component Component Location

ABS Combination Relay Above ABS control module, near
brake master cylinder.
A/C Relay Behind glove compartment.
Anti-Theft Alarm Module

Relay On central electric unit,
position No. 14.
Blower Fan Relay (High Speed) Behind glove compartment.
Central Locking & Delayed

Inside Lighting Relay On central electric unit,
position No. 11.
Deadlock Setting Relay On central electric unit,
position No. 8.
Engine Cooling Fan Relay On top right of radiator
shroud.
Fog Lamp Relay On central electric unit,
position No 7.
Fuel Pump Relay On central electric unit,
position No 2.
Heated Rear Seat Relay On central electric unit,
position No. 17.
Heated Rear Window & Door
Mirrors Relay On central electric unit,
position No. 13.
Intermittent Wiper Relay
(Front) On central electric unit,
position No. 9.
Intermittent Wiper Relay
(Rear) On central electric unit,
position No. 10.
Main Headlamp Relay With
Bulb Malfunction Indicator On central electric unit,
position No. 3.
Main Relay On top left of radiator
shroud.
Overload Relays (3) On central electric unit,
positions No. 4, 5 & 6.
Seat Belt Reminder/Key
Warning Relay On central electric unit,
position No. 15.
Secondary Air Pump Relay Front left side of engine
compartment.
Speed Warning Or Exhaust
Temperature Sensor Relay On central electric unit,
position No. 12.
CIRCUIT PROTECTION DEVICES


Central Electrical Unit On left rear of engine
compartment.
CONTROL UNITS

ABS Control Module On left rear of engine

compartment, above ABS
hydraulic unit.
Anti-Theft Alarm/Central Lock

Remote Control Module Behind right side of dash.
Cruise Control Module On electric control unit,

position No. 1.
Direct Ignition System
Control Module On right front inner fender
panel, in control module box.
Electronic Climate Control

Control Unit Integrated with A/C control
panel.
Engine Control Module On right front inner fender

Ignition Discharge
Module/Ignition Coil Left side of engine
compartment.
Seat Control Modules Under driver’s & passenger’s

seat.
SRS Sensor Unit Under floor console behind

shift lever.
Sunroof Control Module Behind interior roof lamp

assembly.
Transmission Control Module On right front inner fender


MOTORS


Blower Motor Behind right side of dash, on
A/C-heater housing.
Power Sunroof Motor On front center of sunroof

opening.
SENDING UNITS & SENSORS


ABS Brake Pedal Sensor On right side of brake master
cylinder.
ABS Wheel Speed Sensors On each wheel hub.
Acceleration Sensor On center of firewall.
A/C High Pressure Sensor

(Pressostat) On A/C line, on right side of
firewall.
A/T Fluid Temperature Sensor On left side of transaxle.
Bulb Failure Warning Sensor On left side of luggage

compartment.
Camshaft Position Sensor On right rear of engine.
Duct Temperature Sensor (ECC) In driver’s or passenger’s

side ventilation duct.
EGR Temperature Sensor On base of EGR valve, on left

rear of engine.
Engine Coolant Temperature
Sensor On left front of engine.
Heated Oxygen Sensor (Front) In front of catalytic

converter.
Heated Oxygen Sensor (Rear) Behind catalytic converter.
In-Car Temperature Sensor Behind driver’s or passenger’s

grab handle.
Intake Air Temperature Sensor In air intake hose, near air

cleaner.
Intake Manifold Pressure Sensor On left side of engine, on

intake manifold.
Knock Sensors (2) On lower front of engine.
Mass Air Flow Sensor On air cleaner housing.

Oil Pressure Sensor Lower left side of engine.
Outside Temperature Sensor (ECC) On right side of firewall,

near A/C air intake.
Pulse (Engine Speed) Sensor On rear of engine, above

bellhousing.
Solar Sensor (ECC) On top right of dash.

Throttle Position Sensor On throttle body assembly.
Transmission Range Sensor On left side of transaxle.

SOLENOIDS & SOLENOID VALVES


A/C Switch Solenoid On A/C compressor.
A/T Shift Solenoids On transaxle valve body.
Auxiliary Air Intake Solenoid Front center of engine

compartment, next to
radiator.
EVAP Valve On top left of radiator

shroud.
Idle Air Control Valve On left rear engine.
P-Shift Lock Solenoid (A/T) Under shifter console, forward

of shift lever.
Turbo Control Valve Between turbo & left rear

of engine.
Variable Intake Manifold Solenoid On left side of engine

compartment, between air
cleaner & engine.
SWITCHES


A/C High Pressure Switch On A/C line, near
receiver-drier.
Brake Switch On bracket, above brake pedal.

Back-Up Lamp Switch On transaxle.
Clutch Switch On bracket, above clutch

pedal.
Handbrake Switch At base of handbrake.
Seat Belt Reminder Switch On driver-side seat belt

buckle.
MISCELLANEOUS


ABS Hydraulic Unit On left rear of engine
compartment, near brake master
cylinder.
Alarm Horn Rear center of engine

compartment.
Blower Motor Resistor Mounted on blower fan housing.
Data Link Connector On center console, forward of

shift lever & near ECM.
Diagnostic Connector On center console, forward of
shift lever & near ECM.
EGR Converter On top center of radiator

shroud.
Front Fog Lamp Bridge On central electrical unit.
PTC-Resistor Mounted on fresh air intake

hose, near air filter.

B - EMISSION APPLICATION
1995 Volvo 850

Volvo - Emission Applications
850, 940, 960
EMISSION APPLICATIONS
EMISSION APPLICATIONS TABLE

Engine & Fuel System Emission Control Systems & Devices
850
2.4L 5-Cyl. MFI (Non-Turbo)
Major Control Systems & Devices ........ PCV, EVAP, TWC, FR, EGR,
SPK, ( 1) AP, HO2S, CEC, MIL
Components & Other Related Devices ...... ( 1) AP-CKV, (1) AP-ACV,
( 1) AP-SV, EVAP-VC, EVAP-CPCV,
(2) EGR-SV, EGR-T, IAC, KS, SPK-CC
2.3L 5-Cyl. SFI (Turbo)
SPK, ( 3) HO2S, CEC, MIL
Components & Other Related Devices ............ EVAP-VC, EVAP-SV,
EGR-EVRV, EGR-T,
IAC, KS, SPK-CC
940
2.3L 4-Cyl. MFI (Turbo & Non-Turbo)
Major Control Systems & Devices ............. PCV, EVAP, TWC, FR,
EGR, SPK, HO2S, CEC, MIL
Components & Other Related Devices .......... EVAP-VC, EVAP-CPCV,
( 2) EGR-EVRV, (4) EGR-T,
IAC, KS, SPK-CC
960
3.0L 6-Cyl. MFI
SPK, HO2S, CEC, MIL
Components & Other Related Devices .......... EVAP-VC, EVAP-CPCV,
( 2) EGR-EVRV, EGR-T, IAC, KS
SPK-CC, AP-CKV, AP-ACV, AP-SV
(1) - Automatic transmission vehicles only.

(2) - California vehicles only.
(3) - 2 oxygen sensors are used, one in front of TWC, one behind TWC.
(4) - Turbo only.
ABBREVIATION DEFINITIONS
ABBREVIATION DEFINITION TABLE

Abbreviation Definition
AP ....................................... Air Pump Injection System

AP-CKV .............................................. AP Check Valve
AP-ACV ........................................ AP Air Control Valve
AP-SV ............................................ AP Solenoid Valve
CEC ................................... Computerized Engine Controls
EGR ...................................... Exhaust Gas Recirculation
EGR-EVRV ..................... EGR Electronic Vacuum Regulator Valve
EGR-SV .......................................... EGR Solenoid Valve
EGR-T ....................................... EGR Temperature Sensor
EVAP ....................................... Fuel Evaporative System
EVAP-CPCV ........................ EVAP Canister Purge Control Valve
EVAP-SV ........................................ EVAP Solenoid Valve
EVAP-VC ........................................ EVAP Vapor Canister
FR ............................................ Fill Pipe Restrictor
HO2S .......................................... Heated Oxygen Sensor
IAC ......................................... Idle Air Control Valve
KS .................................................... Knock Sensor
MFI ........................... Multipoint Electronic Fuel Injection
MIL .................................... Malfunction Indicator Light
PCV ................................. Positive Crankcase Ventilation
SFI ........................... Sequential Multipoint Fuel Injection
SPK ................................................. Spark Controls
SPK-CC ................................... Spark Computer Controlled
TWC ............................................. Three-Way Catalyst

E - THEORY/OPERATION
1995 Volvo 850

Volvo - Theory & Operation
850
INTRODUCTION
This article covers basic description and operation of engine
performance-related systems and components. Read this article before
diagnosing vehicles or systems with which you are not completely
familiar.
COMPUTERIZED ENGINE CONTROLS

850 non-turbo models use a Bosch LH 3.2 multiport fuel
injection system with a EZ129K electronic ignition system with knock
sensor, and with self-diagnostic capabilities.
Vehicle uses an Electronic Control Unit (ECU) that receives
input from engine monitoring sensors. These sensors include camshaft
sensor, coolant temperature sensor, oxygen sensor, knock sensor, mass
airflow meter/sensor and throttle switch. ECU uses these input signals
to control air/fuel mixture for emission control, fuel economy and
good driveability. Ignition control is provided by a separate ignition
ECU.
CONTROL UNITS
Electronic Control Units (ECUs) provide precise control of
fuel and ignition. Each system has self-diagnostic capabilities.
850 non-turbo models use separate ECUs for fuel injection and
ignition control, located in right front of engine compartment.
NOTE: Components are grouped into 2 categories. The first category

is INPUT DEVICES, which are components that control or
produce voltage signals monitored by control unit. The
second category is OUTPUT SIGNALS, which are components
controlled by control unit.
INPUT DEVICES
Available input signals include:
A/C Switch
Signals fuel injection ECU of A/C operation. This allows fuel
injection ECU to control idle speed with idle valve.
Air Temperature Sensor

Information gathered from air temperature sensor is combined
with information from pressure sensor to calculate intake air mass.
Engine Coolant Temperature Sensor

Engine Coolant Temperature (ECT) sensor is a negative
temperature coefficient type, meaning its resistance lessens as
temperature increases. Four cylinder sensor unit has 2 resistors. One
resistor is connected to fuel injection ECU and the other resistor is
connected to the ignition ECU.
Knock Sensor
Knock sensor detects knocking and sends signal to Motronic or
ignition ECU. ECU is able to gradually retard ignition timing to each
individual cylinder. If knocking does not stop, a signal is sent to
fuel injection ECU to enrich air/fuel mixture.
Ignition Control Unit

Ignition ECU serves as an input device for fuel injection
calculation. Ignition ECU provides information on engine speed,
crankshaft or camshaft position, knocking, etc.
Mass Airflow Meter

This meter measures intake air mass. Measure sensor is a
heated wire which is maintained at 250 F (120 C) warmer than intake
air. Fuel injection ECU is able to calculate mass of intake air by
measuring amount of current required to maintain wire temperature.
When engine is turned off, any contaminants on wire is burned off by
heating wire to greater than 1800 F (1000 C).
Mass Airflow Sensor
This sensor uses a hot film, rather than a heated wire to
measure intake air mass. Since working temperature is high at 338 F
(170 C), and flow and temperature-sensitive resistances are mounted on
side of hot film, a burn-off function is not required.
Heated Oxygen Sensor (HO2S)

Also known as a Lambda probe, this heated oxygen sensor
generates an electrical signal proportional to air/fuel mixture. Fuel
injection ECU uses this information to adjust amount of injected fuel.
Throttle Position (TP) Sensor

The TP sensor signals ignition and fuel injection ECUs when
throttle is fully closed or fully open.
OUTPUT SIGNALS
ECU processes information from input sensors and sends
appropriate voltage control signals to control devices.
NOTE: For theory and operation of each output component, refer to

system indicated after component.
CHECK ENGINE Light

See CHECK ENGINE LIGHT under SELF-DIAGNOSTIC SYSTEM.
EGR Solenoid Valve

See EXHAUST GAS RECIRCULATION (EGR) under EMISSION SYSTEMS.
Fuel Injectors
See FUEL CONTROL under FUEL SYSTEM.
Fuel Pump
See FUEL DELIVERY under FUEL SYSTEM.
Idle Valve
See IDLE SPEED under FUEL SYSTEM.

See IGNITION SYSTEM.
Power Transistor & Ignition Coil

See ELECTRONIC IGNITION under IGNITION SYSTEM.
FUEL SYSTEM
FUEL DELIVERY
Fuel Pump
850 is equipped with an in-tank fuel pump. Fuel pump is
equipped with check valves to hold fuel pressure in system when
ignition is off. Fuel from main pump is sent through an in-line fuel
filter. Fuel is then sent to fuel pressure regulator where pressure is
maintained at a constant pressure in relationship to manifold
pressure. Excess fuel returns to fuel tank via a return line.
Fuel Pressure Regulator

Pressure regulator is a sealed unit which is divided by a
diaphragm into 2 chambers (fuel and spring chambers). Fuel chamber
receives fuel through inlet side from injector fuel rail. Spring
chamber is connected to intake manifold vacuum. At idle, intake
manifold vacuum is high. Diaphragm is pulled back by intake manifold
vacuum. Any excessive fuel is returned to fuel tank. As throttle is
depressed, intake manifold vacuum decreases. Regulator spring
overcomes manifold vacuum, increasing fuel pressure.
FUEL CONTROL
ECU calculates base injection pulse width by processing
signals from various engine sensors. Engine speed information is
provided to fuel injection ECU via ignition ECU. During normal driving
conditions, injection duration is regulated in reference to mass air
meter/sensor, engine speed, oxygen content of exhaust gases and
coolant temperature. Under full throttle conditions, a richer fuel
mixture is provided for increased power and to reduce combustion heat
in engine and catalytic converter.
Fuel Injectors
Each injector incorporates a solenoid, plunger and needle
valve which opens and closes an orifice. Control unit supplies current
through auxiliary relay for a predetermined period, opening all
injectors simultaneously to inject atomized fuel. Injection takes
place twice per revolution while starter motor is running and once per
revolution under normal driving conditions. Fuel is injected into
intake manifold close to each intake valve.
IDLE SPEED
Engine idle speed is controlled by ECU depending upon engine
operating conditions. ECU senses engine operating conditions and
determines best idle speed. Idle speed is controlled by varying air
passage inside idle valve.
Idle Valve
Idle valve uses a solenoid or motor to control by-pass air.
Signal from ECU determines idle speed by controlling amount of by-pass
air.
IGNITION SYSTEM
ELECTRONIC IGNITION
Distributor ignition ECU computes correct timing of each
ignition pulse in response to signals from vehicle speed sensor
(supplies information on engine speed and crankshaft position),
camshaft position sensor (assists control module to determine rate of
combustion in cylinders), knock sensors (supply signals indicating
engine knock), fuel injection ECU (supplies information on throttle
opening, engine load, and coolant temperature. Transmission ECM
(supplies signals indicating reduction in torque required prior to
gear shift).
IGNITION TIMING CONTROL

Ignition Timing Advance Control
Ignition timing is totally controlled by an ECU. Ignition
timing is based on preprogrammed information and modified by inputs
from engine sensors.
Knock Sensor
850 has two knock sensors. Knock sensors are fitted to
cylinder block to sense detonation inside cylinders. When detonation
is detected, ECU retards ignition timing in each cylinder individually
until knocking stops.
EMISSION SYSTEMS
FUEL EVAPORATIVE SYSTEM (EVAP)

Evaporative emissions system is designed to prevent fuel
vapor from entering atmosphere. Fuel system is completely sealed and
vented only through a carbon canister. System consists of
pressure/vacuum relief fuel filler cap, rollover valve, charcoal
canister, purge valve and various connecting hoses.
Fuel pressure/vacuum relief filler cap allows excessive tank
pressure to vent. It also allows air into fuel tank if vacuum should
become excessive due to a malfunction in fuel evaporation system. Fuel
tank vapor is vented by a line through rollover valve to charcoal
canister. Rollover valve is located in vent line close to fuel tank.
Valve is designed to prevent fuel spillage if vehicle rolls over.
Valve is open until vehicle is at a 45-degree angle or more from
horizontal position.
Canister Purge Valve

Charcoal canister is filled with activated charcoal. Fuel
vapor from tank is absorbed by charcoal when engine is not running.
When engine is running faster than idle, canister purge valve opens
and fuel vapor is drawn into engine and burned.
EXHAUST GAS RECIRCULATION (EGR)

EGR System
EGR system operates by returning some exhaust gases to engine
to be mixed with air/fuel mixture. This exhaust gas, which is
basically inert at this stage, lowers combustion temperature. Reducing
combustion temperature reduces amount of oxides of nitrogen (NOx)
released into atmosphere.
EGR Solenoid Valve

When engine coolant temperature is less than 115 F (45 C),
solenoid receives no current and EGR system is inactive. With engine
at operating temperature, solenoid receives current from relay and
opens vacuum line to EGR valve. EGR valve is opened completely by
negative pressure. Even the slightest throttle opening opens idle
switch. Time relay cuts current to solenoid, disconnecting EGR system
for about 5 seconds and avoiding HC and particle build-up during
acceleration from idle.
EGR Electronic Vacuum Regulator Valve (EVRV)
EGR valve is supplied with a vacuum control signal from
connection in lower section of the EVRV. Vacuum in intake manifold is
supplied to upper connection. EVRV stabilizes signal from intake
manifold and converts control module signal into a modified vacuum
signal for controlling EGR valve.
A CHECK ENGINE light glows to signal driver of a system
malfunction. Fault codes are retrieved through the diagnostic unit,
located in right front of engine compartment. The diagnostic unit is
equipped with an LED indicator, activation button and function select
cable. See the G - TESTS W/CODES article.
CHECK ENGINE LIGHT

NOTE: CHECK ENGINE light is also known as Malfunction Indicator
Light (MIL).
CHECK ENGINE light is located on instrument panel. Light will

illuminate when ignition switch is turned to ON position (bulb check)
or when emission-related systems are malfunctioning during normal
engine operation.
- ENGINE/VIN ID
A
1995 Volvo 850

Volvo - Introduction
1995 MODEL COVERAGE

MODEL IDENTIFICATION TABLE

MODEL SERIES ENGINE ENGINE FUEL IGNITION
CODE ID SYSTEM SYSTEM

850 L 55 (2.4L DOHC) (1) B5254S LH 3.2(MFI) EZ 129K (2) (3)

850 L 57 (2.3L DOHC) (1) B5234T Motronic Motronic 4.3
Turbo 4.3 (SFI) (2) (3)

J 88 (2.3L SOHC) (4) B230F LH 2.4(MFI) EZ 116K (2) (5)
940

J 88 (2.3L SOHC) (4) B230F Regina(MFI) REX-I (2) (5)

940 J 86 or 87 B230FT LH 2.4(MFI) EZ 116K (2) (5)
Turbo (2.3L SOHC) (4)

960 K 95 (3.0L DOHC) (1) B6304S Motronic Motronic 1.8
1.8 (MFI) (2) (5)

(1) - Double Overhead Camshaft (850 is 20-Valve; 960 is 24-Valve).
(2) - Timing is computer-controlled.
(3) - Camshaft sensor type.
(4) - Single Overhead Camshaft (8-Valve).
(5) - Flywheel sensor type.

VIN DEFINITION
(VIN) Y V 1 J S 8 8 1 3 S 1 1 2 3 4 5 6
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17
1-3 - Indicates Manufacturing Code.

4 - Indicates Model Series.
5 - Indicates Vehicle Type.
"S" denotes 4-door with airbag.
"W" denotes 5-door with airbag.
6-7 - Indicates Engine Code.
8 - Indicates Emission Type.
9 - Indicates Check Digit
10 - Indicates Model Year.
11 - Indicates Factory Code.
12-17 - Indicates Production Sequence.
MODEL YEAR VIN CODE APPLICATION TABLE

VIN Code Model Year
P ................................................... 1993
R ................................................... 1994
S ................................................... 1995

ENGINE CODE LOCATION
Fig. 1: Locating Engine Identification Codes (4-Cylinder)

Fig. 2: Locating Engine Identification Codes (5-Cyl. & 6-Cyl.)

L - WIRING DIAGRAMS - TURBO
1995 Volvo 850

Volvo - Wiring Diagrams
850 - Turbo
WIRING DIAGRAMS
Fig. 1: Wiring Diagram (1 Of 2)

L - WIRING DIAGRAMS
1995 Volvo 850

Volvo - Wiring Diagrams
850
WIRING DIAGRAMS

SUSPENSION - FRONT
1995 Volvo 850
1995-96 SUSPENSION
Front - FWD
850
DESCRIPTION
Vehicle front suspension consists of standard control arm,
ball joint and strut shock absorber. Components are attached to to a
sub-frame assembly.
ADJUSTMENTS & INSPECTION
WHEEL ALIGNMENT SPECIFICATIONS & PROCEDURES

NOTE: See WHEEL ALIGNMENT SPECIFICATIONS & PROCEDURES article in
WHEEL ALIGNMENT section.
WHEEL BEARING
NOTE: Front wheel bearing is integral with hub. No adjustment is
necessary.
HUB & KNUCKLE ASSEMBLY

Information is not available from manufacturer. See Fig. 1.
Fig. 1: Cutaway View Of Hub & Knuckle Assembly

LOWER CONTROL ARM, BUSHINGS & BALL JOINT

Removal
Remove 3 ball joint nuts in control arm. Remove 2 bolts
attaching control arm to sub-frame. Remove control arm. Remove plastic
cover from control arm. Clean rust from bushing outer sleeve. For
reassembly reference, mark position of outer sleeves in relation to
control arm. Press out bushings. See Fig. 2.
Fig. 2: Cutaway View Of Front Suspension Components

Installation
1) Press in new bushings, noting reference mark made during
removal. Install Gauge (5483) on control arm and check position of
bushings in relation to ball joint mounting area.
2) Using NEW bolts and nuts, install control arm to sub-
frame. Do not tighten bolts and nuts at this time. Using NEW nuts,
install ball joints. Tighten nuts to 13 ft. lbs. (18 N.m), then
tighten an additional 120 degrees. Tighten inside nut first and work
outward. Lower vehicle and bounce a few times. Tighten control arm
nuts in sub-frame to 48 ft. lbs. (65 N.m), then tighten an additional
120 degrees.
SPRING, STRUT ATTACHMENT & SHOCK ABSORBER

Removal
1) Remove wheel. Mark anti-roll bar for reassembly reference
and remove anti-roll bar from spring strut. Remove ABS sensor wiring
from spring strut and brake bracket. Do not disconnect connector.
Install Support (5466) under link arm. Support is necessary to avoid
excessive joint angle and resulting damage to drive shafts. Remove 3
nuts from shock tower holding spring strut attachment to body. See
Fig. 3. Remove 2 bolts holding spring strut to axle shaft. Remove
spring strut.
Fig. 3: Removing 3 Nuts From Shock Tower

2) Clamp spring strut in vise. Compress spring with a spring

compressor. Remove bolt and washer from top of spring strut
attachment. Remove shock absorber top attaching bolt. Remove spring
seat, rubber bump stop with boot, and spring. Check components for
damage.
Installation
1) Compress new spring to approximately 11.8" (300 mm). On
shock absorber, install bump stop with boot, washer, compressed spring
and spring seat. Ensure ends of spring are installed correctly into
spring seats. Install and tighten attaching nut to 52 ft. lbs. (70 N.
m). Install spring strut attachment, washer and nut. Tighten nut to 52
ft. lbs. (70 N.m). Remove spring compressor.
2) Using NEW nuts, install spring strut to shock tower.
Tighten nuts to 18 ft. lbs. (25 N.m). Using NEW bolts and nuts,
install spring strut on axle shaft. Tighten to 48 ft. lbs. (65 N.m),
then tighten an additional 90 degrees. Using NEW nuts, and noting
reference marks made during removal, install anti-roll bar link to
spring strut. Tighten nuts to 37 ft. lbs. (50 N.m). To install
remaining components, reverse removal procedure.
ANTI-ROLL BAR
Removal
1) Install Support Rails (5033), Bracket (5006), and Lifting
Hook (5115). Raise engine slightly. Raise and support vehicle. Remove
splash guard under engine. Remove 5 nuts holding steering gear to sub-
frame. Disconnect hydraulic fluid brackets from sub-frame at front and
rear edges.
2) Place jack under rear crossmember. Remove 4 bolts holding
sub-frame brackets to body. See Fig. 4. Remove 2 bolts along with
brackets and washers. Loosen sub-frame front bolts approximately 1/2".
Lower frame at rear edge. Ensure steering gear bolts come away from
frame. Remove anti-roll bar from links. Remove anti-roll bar caps.
Remove anti-roll bar.
Fig. 4: Removing Sub-Frame From Body

Installation
1) Install anti-roll bar, caps, and anti-roll bar links.
Using NEW nuts, tighten links to 37 ft. lbs. (50 N.m). Using jack,
press sub-frame up at rear edge. Press steering gear mount bolts into
frame at same time.
2) Loosely install NEW bolts on sub-frame. Move jack to front
edge of frame. Replace, but do not tighten, front bolts in frame.
Tighten bolts on left side of frame to 77 ft. lbs. (105 N.m), then
tighten an additional 120 degrees. Tighten bolts on right side in same
order. Tighten bracket bolts to 37 ft. lbs. (50 N.m).
3) Using NEW nuts, tighten steering gear nuts to 37 ft. lbs.
(50 N.m). Reinstall hydraulic fluid brackets on sub-frame at front and
rear edges. Install splash guard under engine.
WHEEL BEARING
Removal
1) Raise vehicle and remove wheel. Do not disconnect ABS
sensor connector. Remove brake caliper mounting bolts and hang caliper
by wire. Tap out drive shaft lock and remove nut. Remove brake disc
rotor. Carefully tap end of drive shaft to loosen it from splines.
2) Remove 3 ball joint nuts from lower control arm.
Disconnect anti-roll bar link from anti-roll bar. Press drive shaft
into its inner position and, using care to avoid damage to boot,
remove drive shaft from hub. Remove 4 Torx bolts holding hub to axle
shaft. Remove hub.
NOTE: Ensure ABS gear wheel is clean.
Installation
1) Install hub. Tighten Torx bolts alternately to 33 ft. lbs.
(45 N.m), then tighten an additional 60 degrees. Install drive shaft
in hub, ensuring splines align correctly. Install and tighten NEW
drive shaft nut by hand as far as possible.
2) Using NEW nuts, install ball joint on control arm. Tighten
inside nut first, then work outward, tightening nuts to 13 ft. lbs.
(18 N.m), then an additional 120 degrees. Install anti-roll bar link
to bar. Use NEW nut tightened to 37 ft. lbs. (50 N.m).
3) Install brake rotor. Tighten brake rotor guide pin and
mounting bolts to 72 INCH lbs. (8 N.m). Tighten drive shaft nut to 89
ft. lbs. (120 N.m), then tighten an additional 60 degrees. To lock
drive shaft nut, use a chisel and tap drive shaft nut next to groove.
To complete installation, reverse removal procedure.

Anti-Roll Bar Link-To-Spring Strut ............... 37 (50)

Ball Joint Nut ............................... ( 1) 13 (18)
Control Arm-To-Sub-Frame Nut ................. ( 1) 48 (65)
Drive Shaft Nut ............................. ( 2) 89 (120)
Frame Bolt (Left Side) ...................... ( 1) 77 (105)
Frame Bracket Bolt (Right Side) .................. 37 (50)
Hub Torx Bolt ................................ ( 2) 33 (45)
Spring Seat Nut .................................. 52 (70)
Spring Strut Nut ................................. 52 (70)
Spring Strut-To-Axle Shaft Nut ............... ( 3) 48 (65)
Spring Strut-To-Shock Tower Nut .................. 18 (25)
Steering Gear Nut ................................ 37 (50)
INCH Lbs. (N.m)

Brake Rotor Bolt .................................. 72 (8)


FUSES & CIRCUIT BREAKERS
1995 Volvo 850
1993-96 FUSES & CIRCUIT BREAKERS

Volvo
1993-96 850 Sedan

1994-96 850 Turbo Sedan
1995-96 850 T-5R Turbo Sedan
1994-96 850 Wagon
1994-96 850 Sportswagon
1995-96 850 T-5R Turbo Sportswagon
IDENTIFICATION
FUSE PANEL LOCATION

The fuse panel is located in the engine compartment. A label
on the inside of the cover lists the fuse amperage and circuits
protected.
FUSE PANEL IDENTIFICATION
Fig. 1: Fuse Panel Identification

WARNING: Always disconnect battery ground cable before servicing

"high-current fuses. It is recommended that "high-current"
fuses be replaced by a qualified technician.
* 1 - 15 Amp
Fuel Injection, Distributor Ignition, Automatic Gearbox
* 2 - 15 Amp
Fuel Pump, Alarm System
* 3 - 10 Amp
Courtesy Lights, Oil Level Sensor
* 4 - Not Used (1993-95)
* 4 - 10 Amp (1996)
Electronic Start Inhibitor (Immobilizer)
* 5 - 30 Amp
ECC Blower (Speed 4)
* 6 - 25 Amp
Central Locking System, Alarm
* 7 - 15 Amp
Audio System (Amplifier)
* 8 - 25 Amp (1993-95)
Power Antenna, Trailer Connector
* 8 - 40 Amp (1996)
* 9 - 30 Amp
ABS, Traction Control System
* 10 - Not Used (1993-95)
* 10 - 15 Amp (1996)
Heated Rear Seat (If Equipped)
* 11 - 30 Amp
Heated Rear Window & Side Mirrors
* 12 - 10 Amp
Brake Lights
* 13 - 15 Amp
Hazard Flashers, Headlight Flashers, Alarm
* 14 - 30 Amp
* 15 - 10 Amp (1993-95)
Audio System, Courtesy Lights, Door Open Light, Trunk Light,
Glove Box Light, Remote Control Central Locking System,
Oil Level Sensor, Seat Belt Reminder
* 15 - 10 Amp (1996)
Oil Level Sensor, Seat Belt Reminder, Data Link Connector
* 16 - 30 Amp (1993-95)
Accessories
* 16 - 30 Amp (1996)
Power Antenna, Trailer Connector, Accessories
* 17 - 10 Amp
Key Reminder
* 18 - 25 Amp (1993-95)
Heated Front Seats, Power Mirrors
* 18 - 15 Amp (1996)
Front Fog Lamps
* 19 - 15 Amp
Left High Beam Headlight
* 20 - 15 Amp
Right High Beam Headlight, High Beam Indicator
* 21 - 15 Amp
Left Low Beam Headlight
* 22 - 15 Amp
Right Low Beam Headlight
* 23 - 10 Amp
Left Parking Light, License Light
* 24 - 10 Amp
Right Parking Light, Bulb Failure Warning Sensor
* 25 - 10 Amp
Rear Fog Lamps, Fog Lamp Indicator
* 26 - Not Used (1993-95)
* 26 - 25 Amp (1996)
* 27 - 15 Amp
Back-Up Lights, Turn Signals
* 28 - 10 Amp
Cruise Control, Heated Rear Window, Seat Belt Reminder Light,
Shiftlock, Bulb Failure Warning Sensor, Heated Rear Seat
* 29 - 15 Amp
* 30 - 10 Amp
Cigarette Lighter
* 31 - 25 Amp
ECC, ECC Blower (Speeds 1-3)
* 32 - 10 Amp
Audio System, Remote Controlled Central Locking System
* 33 - 15 Amp (1993-95)
Power Seats, OBD Test Socket, Tailgate Washer/Wipe (Wagon)
* 33 - 15 Amp (1996)
Power Seats, Tailgate Washer/Wipe (Wagon)
* 34 - 25 Amp
Windshield Wiper/Washer, Horn, Headlight Washer/Wiper
* 35 - 10 Amp
Instrument Lights, Sun Roof, Traction Control System
* 36 - Not Used
* 37 - Circuit Breaker
Power Windows, Power Sun Roof
* 38 - Not Used
Drivers Power Seat
Passengers Power Seat
RELAY PANEL LOCATION

The relay panel is located at the left corner of the
instrument panel.
RELAY PANEL IDENTIFICATION

Fig. 2: Relay Panel Identification
* A - Control Module, Cruise Control

* B - Fuel Pump Relay
* C - Main Headlight Relay with Bulb Malfunction Indicator
* D - Overload Relay (+X Supply)
* E - Overload Relay (+15 Supply)
* F - Overload Relay (+X Supply)
* G - Oil Level Sensor Control Module (or Lamp Monitor)
(1993-95), Fog Lamp Relay (1996)
* H - Deadlock Setting Relay
* I - Intermittent Windshield Wiper Relay
* J - Intermittent Wiper Relay (Rear Tailgate - Wagon)
* K - Central Lock and Delayed Inside Lighting Relay
* L - Speed Warning Relay
* M - Heated Rear Window and Door Mirror Relay
* N - Not Used
* O - Anti-Theft Alarm Relay
* P - Seat Belt Reminder/Key Warning Relay
* Q - Parking Position Lock (1993-95)
Front Fog Lamp Relay (Bridged if not equipped)(1996)
* R - Heated Rear Seat Relay
* S - Not Used
INSTRUMENT PANEL
1995 Volvo 850

Volvo Instrument Panels
850
WARNING: When working around steering column and before performing

repairs, disconnect and shield battery ground terminal.
Disconnect YELLOW and ORANGE Supplemental Inflatable
Restraint (SIR) air bag connectors, located on driver’s side
of center console, near throttle pedal. Failure to follow
precautions may result in air bag deployment and personal
injury. See SERVICE PRECAUTIONS and DISABLING & ACTIVATING
AIR BAG SYSTEM see 1995 850, see AIR BAG RESTRAINT SYSTEM,
or 1996 850, see AIR BAG RESTRAINT SYSTEM article.

All 850 models are equipped with an analog gauge instrument
cluster. Speedometer is centrally located with tachometer on right and
coolant temperature/fuel gauges on left. Warning/telltale lights
arelocated at bottom left and right sides of instrument cluster.
Digital clock and ambient temperature display are located under
odometer. This section of instrument cluster may contain an optional
trip computer that provides information on average fuel consumption,
current fuel consumption, average speed, trip meter, ambient
temperature and range of fuel in tank. Instrument cluster is equipped
with self-diagnostic capabilities. See Fig. 2.
Fig. 1: Identifying Yazaki Or VDO Type Instrument Cluster

Fig. 2: Identifying Instrument Cluster & Bulb Location
SYSTEM TESTING
ON-BOARD DIAGNOSTICS (1995 MODELS)
Diagnostic Test Mode No. 1
1) 850 is equipped with on-board diagnostics to help locate
and repair instrument cluster faults. To enter diagnostics, turn
ignition on. Locate diagnostic unit "A" in right front area of engine
compartment. See Fig. 3. Place diagnostic cable in diagnostic unit
"A", socket No. 7. Briefly push test button, located on diagnostic
unit, once. System is now in diagnostic test mode No. 1.
Fig. 3: Locating Diagnostic Unit "A"

2) Count number of times LED on diagnostic unit flashes and

note 3-digit fault code. See INSTRUMENT CLUSTER DIAGNOSTIC FAULT CODES
(1995) table. Push button again to determine whether more trouble
codes have been set. Codes are displayed in same sequence as they were
set. After all stored codes have been displayed, display will begin
again with first code in sequence.
Erasing Trouble Codes

1) Codes cannot be erased until all codes have been displayed
at least once. To erase code, hold button down for more than 5
seconds, then release. LED will light 3 seconds later to confirm
trouble code(s) have been erased. Hold button down for more than 5
seconds again and release. LED should go off. Trouble code should now
be erased.
2) To ensure trouble code is erased, turn ignition off, then
on again. Ensure trouble code is erased by briefly pushing test
button. If Code 1-1-1 (no faults found) is displayed, trouble codes
have been erased. If trouble codes are still displayed, repeat step
1).
Diagnostic Test Mode No. 3

1) Control module can check operation of some instruments by
generating a display signal which can indicate whether a particular
gauge or meter is defective. To activate diagnostic test mode No. 3,
briefly press test button 3 times. ECU will activate gauges, meters,
and illuminate LEDs for 30-60 seconds throughout test. Gauges and
meters should indicate as follows:
* Fuel gauge needle should indicate 1/2 full.

* Temperature gauge needle should be at edge of Red section.
* Speedometer needle should be vertical.
* Trip meter should indicate an extra .5 mile.
* Tachometer needle should be vertical.
2) If gauges and meters indicate correct values during

function test but incorrect values during test drive, fault is present
in wiring or one of the sensors connected to instrument cluster.
INSTRUMENT CLUSTER DIAGNOSTIC FAULT CODES TABLE (1995)

Code Problem Reference

1-1-1 No Faults Located

1-1-2 Fuel Gauge/Short Circuit See FUEL GAUGE TEST
In Sensor

1-1-3 Fuel Gauge/Open Circuit See FUEL GAUGE TEST
In Sensor

1-2-1 Temperature Sensor/Interval See TEMPERATURE GAUGE
Too Short TEST

1-2-2 Temperature Sensor/Interval See TEMPERATURE GAUGE
Too Long TEST

1-2-3 Incorrect 48-Pulse Signal See SPEEDOMETER TEST

1-3-1 Incorrect 12-Pulse See SPEEDOMETER TEST
Connector

1-3-2 Engine Speed Sensor See TACHOMETER TEST
Signal Incorrect

1-3-3 Tank Signal To Trip Replace Instrument
Computer Incorrect Cluster

ON-BOARD DIAGNOSTICS (1996 MODELS)

1) Turn ignition off. Connect memory cassette to Volvo Scan
Tool (998-8686-3). Connect scan tool to Data Link Connector (DLC) in
console in front of gear selector. See Fig. 4. Turn ignition on. Turn
scan tool on. Select language, vehicle model and year.
2) Select function group and system. Select DIAGNOSTIC TEST
to read and erase Diagnostic Trouble Codes (DTCs), as well as to
activate components. Select READ DTC to read DTCs, status, and freeze
values. Select ERASE DTC to erase stored DTCs and freeze values. See
INSTRUMENT CLUSTER DIAGNOSTIC FAULT CODES (1996) table.
Fig. 4: Locating Data Link Connector
INSTRUMENT CLUSTER DIAGNOSTIC FAULT CODES TABLE (1996)

Code Problem
CI-112 ......... Fuel Level Sensor/Short Circuit To Ground

CI-113 .............. Fuel Level Sensor/Signal Interrupted
CI-114 ................... Fuel Level Sensor/Signal Faulty
CI-121 .......................... ECT Signal/Signal Faulty
CI-123 ......................... Incorrect 48-Pulse Signal
CI-124 ................. Engine Speed Signal/Signal Faulty
CI-131 ......................... Incorrect 12-Pulse Signal
CI-132 ................. Engine Speed Signal/Signal Absent
CI-133 ........... Tank Signal To Trip Comp./Short Circuit
CI-141 ..................... 12-Pulse Signal/Short Circuit
CI-143 ..................... 48-Pulse Signal/Short Circuit
CI-211 .................................. D+/Signal Absent
CI-221 ........................ Speed Signal/Signal Absent
CI-222 ................... Fuel Level Sensor/Short Circuit
CI-231 .............................. Control Module Fault
COMPONENT TESTS (1995)

NOTE: See SYSTEM TESTS for 1996 information.
FUEL GAUGE TEST

Fuel Gauge Does Not Operate
1) Turn ignition on. Activate diagnostic test mode No. 3. See
On-BOARD DIAGNOSTICS (1995 MODELS) under SYSTEM TESTING. If fuel gauge
indicates 1/2 full, go to next step. If fuel gauge does not indicate
1/2 full, replace instrument cluster.
2) Turn ignition off. Remove right side panel in trunk.
Disconnect Black 2-pin electrical connector. See Fig. 5. Connect an
ohmmeter between sensor connections. Depending on amount of fuel in
tank, if ohmmeter indicates 7.5-12.5 to 322.5-327.5 ohms, go to next
step and check sensor ground connection. If ohmmeter does not indicate
7.5-12.5 to 322.5-327.5 ohms, replace fuel level sensor.
3) Ensure ignition is off. Connect an ohmmeter between
harness connector terminal No. 2 (Yellow/Red wire) and ground. If
about zero ohms is present, go to next step and check sensor signal
circuit. If about zero ohms is not present, check for an open circuit
in wiring between connector terminal No. 2 (Yellow/Red wire) and 30-
pin connector on instrument cluster.
4) Connect voltmeter between harness connector terminal No. 2
(Yellow/Gray wire) and ground. Turn ignition on. If about 7 volts is
present, replace instrument cluster. If zero volts is present, check
for a short to ground or an open circuit. If battery voltage is
present, check wiring for a short to voltage.
Fig. 5: Locating Black 2-Pin Connector In Trunk

Fuel Gauge Reading Incorrect

ON-BOARD DIAGNOSTICS (1995 MODELS) under SYSTEM TESTING. If fuel gauge
indicates significantly more or less than 1/2 full, replace instrument
cluster. If fuel gauge indicates 1/2 full, go to next step and check
fuel level sensor ground.
2) Turn ignition off. Remove right side panel in trunk.
Disconnect Black 2-pin fuel level sensor connector. See Fig. 5.
Connect an ohmmeter between connector terminal No. 2 (Yellow/Red wire)
and ground. If zero ohms is present, go to next step and check fuel
level sensor. If zero ohms is not present, check Yellow/Red wire
between connector in trunk and 30-pin instrument cluster connector.
3) Turn ignition off. Locate fuel level sensor Black 2-pin
connector behind right side panel in trunk. Connect ohmmeter between
connector terminals on fuel level sensor side of harness.
4) Depending on amount of fuel in tank, if ohmmeter indicates
7.5-12.5 to 322.5-327.5 ohms, replace instrument cluster. If ohmmeter
does not indicate 7.5-12.5 to 322.5-327.5 ohms, replace fuel level
sensor. If amount of fuel in tank is unknown, remove fuel level sensor
from tank and turn it upside down.
5) Connect an ohmmeter between fuel level sensor connector
terminals. Turn sensor slowly to same position that it had when in
tank. Resistance should rise from about 10 ohms (full tank) to about
325 ohms (empty tank). If resistances are incorrect, replace sensor.
If resistances are correct, replace instrument cluster.
FUEL GAUGE SENDING UNIT TEST

NOTE: On 850, fuel gauge sending unit should not be tested
independently of rest of circuit. For fuel gauge sending
unit testing, see FUEL GAUGE TEST.
SPEEDOMETER TEST
Speedometer Does Not Operate
ON-BOARD DIAGNOSTICS (1995 MODELS) under SYSTEM TESTING. If
speedometer needle moves to vertical position, go to next step and
check speed sensor. If speedometer does not operate, replace
instrument cluster.
2) Turn ignition off. Raise and support vehicle. Disconnect
vehicle speed sensor connector at transmission. See Fig. 6. Connect an
ohmmeter between sensor terminals. If resistance is 1700-1940 ohms, go
to next step and check vehicle speed sensor ground connection. If
resistance is not 1700-1940 ohms, replace vehicle speed sensor.
Fig. 6: Disconnecting Vehicle Speed Sensor Connector

3) Turn ignition off. Connect an ohmmeter between vehicle

sensor connector terminal No. 2 (Green/Yellow wire) and ground. If
resistance is not zero ohms, check for an open circuit in wiring
between connector terminal No. 2 (Green/Yellow wire) and instrument
cluster 30-pin connector. If resistance is zero ohms, reconnect
vehicle speed sensor and go to next step.
4) Turn ignition off. Remove instrument cluster. See
INSTRUMENT CLUSTER under REMOVAL & INSTALLATION. Connect ohmmeter
between instrument cluster 30-pin connector terminals No. 2
(Green/Yellow wire) and No. 3 (Yellow/Brown wire). If resistance is
1700-1940 ohms, replace instrument cluster. If resistance is not 1700-
1940 ohms, check for open circuit in Yellow/Brown wire between
instrument cluster 30-pin connector terminal No. 3 and vehicle speed
sensor connector terminal No. 1.
Speedometer Reading Incorrect

ON-BOARD DIAGNOSTICS (1995 MODELS) under SYSTEM TESTING. If
speedometer needle moves to vertical position, go to next step and
check vehicle speed sensor ground circuit. If speedometer is
significantly out of vertical position, replace instrument cluster.
2) Turn ignition off. Raise vehicle and disconnect vehicle
speed sensor connector from transmission. See Fig. 6. Connect ohmmeter
between sensor connector terminal No. 2 (Green/Yellow wire) and
ground. If ohmmeter does not indicate zero ohms, go to next step. If
ohmmeter indicates zero ohms, check vehicle speed sensor mounting. If
sensor is mounted incorrectly, distance to toothed wheel may be too
far. If sensor mounting is okay, go to step 4).
3) If ohmmeter did not indicate zero ohms in step 2), check
for an open circuit in Green/Yellow wire between vehicle speed sensor
connector terminal No. 2 and instrument cluster 30-pin connector
terminal No. 2. If circuit is okay, check for an open ground in
circuit between instrument cluster 30-pin connector terminal No. 15
(Brown wire) and ground.
4) Turn ignition off. Raise and support vehicle. Disconnect
vehicle speed sensor connector at transmission. See Fig. 6. Connect an
ohmmeter between sensor terminals. If resistance is 1700-1940 ohms,
replace instrument cluster. If resistance is not 1700-1940 ohms,
replace vehicle speed sensor.
TEMPERATURE GAUGE TEST

Temperature Gauge Does Not Work
ON-BOARD DIAGNOSTICS (1995 MODELS) under SYSTEM TESTING. Check if
temperature gauge needle is at edge of Red section. If temperature
gauge does not operate as specified, replace instrument cluster.
2) If temperature gauge needle is at edge of Red section,
there is a possibility a fault exists between sensor and fuel
injection ECU, between fuel injection ECU and ignition system ECU, or
between ignition system ECU and instrument cluster. See Fig. 7. Ensure
testing is performed in correct sequence as a fault between sensor and
fuel injection ECU may cause faults in all 3 ECUs.
Fig. 7: Locating Electronic Control Units
3) Start testing by checking whether fuel injection ECU

exhibits Code 1-2-3 in diagnostic test mode No. 1 on diagnostic output
A2. Diagnose Code 1-2-3 as necessary.
See G - TESTS W/CODES - NON-TURBO (A/T) - MOTRONIC 4.4 , or
See G - TESTS W/CODES - NON-TURBO (M/T) - MOTRONIC 4.4 , or
See G - TESTS W/CODES - NON-TURBO - MOTRONIC 4.3 , or
See G - TESTS W/CODES - TURBO - MOTRONIC 4.3, articles.
4) If fuel injection ECU does not exhibit Code 1-2-3, check
whether ignition system ECU exhibits Code 1-2-3 in diagnostic test
mode No. 1 on diagnostic output A6. Diagnose Code 1-2-3 as necessary.
5) If ignition ECU exhibits Code 1-2-3, there is no
temperature signal going to ignition ECU or it is shorted to ground,
voltage, or both.
If ignition ECU does not exhibit Code 1-2-3, check for an open circuit
in temperature signal Green/Gray wire between instrument cluster 30-
pin connector terminal A26 and ignition ECU connector terminal B23.
Temperature Gauge Reading Incorrect

ON-BOARD DIAGNOSTICS (1995 MODELS) under SYSTEM TESTING. Check if
temperature gauge needle is at edge of Red section. If temperature
gauge does not operate as specified, replace instrument cluster.
2) If temperature gauge needle is at edge of Red section,
check ground circuit between instrument cluster 30-pin connector
terminal A15 (Brown wire) and ground. Repair as necessary. In
addition, check temperature signal from fuel injection ECU terminal
B23. See Fig. 7. With ignition on, digital signal of 5-6 volts to 15
volts should be present. If signal voltage is incorrect, diagnose fuel
injection ECU.
If signal voltage and ground are okay, replace instrument cluster.
TACHOMETER TEST
Tachometer Does Not Operate
ON-BOARD DIAGNOSTICS (1995 MODELS) under SYSTEM TESTING. Tachometer
needle should go to vertical position. Check ignition ECU by
reactivating test mode No. 3 on diagnostic unit "A", but placing
socket in terminal No. 6. See Fig. 3. If tachometer needle again goes
to vertical position, tachometer circuit is okay.
2) If tachometer does not operate at all, check for short
circuit to ground in White/Black wire between 30-pin connector
terminal A11 and ignition ECU connector "B" terminal B29. See Fig. 7.
If wiring is okay, replace instrument cluster.
3) If tachometer does not operate in diagnostic test mode No.
3, check for open circuit in White/Black wire between instrument
cluster 30-pin connector terminal A11 and ignition ECU connector "B"
terminal B29.
Tachometer Shows Incorrect Value

ON-BOARD DIAGNOSTICS (1995 MODELS) under SYSTEM TESTING. Tachometer
needle should go to vertical position. If tachometer needle
significantly varies from vertical position, check ignition ECU by
activating test mode No. 3 on diagnostic unit "A", but placing socket
in terminal No. 6. See Fig. 3. If no fault is found in ignition ECU,
replace instrument cluster. If tachometer needle goes to vertical
position, go to next step.
2) Check ground circuit wiring between instrument cluster
connector 30-pin connector terminal A15 (Brown wire) and ground. If
ground circuit is okay, replace instrument cluster.
WIPER SWITCH TEST

For testing information on wipers, see WIPER/WASHER SYSTEM
article.
SYSTEM TESTS (1996)
DTC CI-112
Fuel Level Sensor Signal Shorted To Ground
1) This DTC will set if resistance in fuel level sensor is
less than 6 ohms for more than 10 seconds. If resistance in fuel level
sensor is less than 6 ohms for more than 10 seconds, fuel gauge may
read permanently empty and/or fuel gauge may read empty when tank is
full.
2) To correct this problem, check for short circuit in fuel
level sensor. Check signal leads for short circuit to ground. Also
check for faulty fuel level sensor (resistance too low).
DTC CI-113
Fuel Level Sensor Signal Interrupted
1) This DTC will set if resistance in fuel level sensor
exceeds 335 ohms for more than 10 seconds. The fuel gauge may read
permanently empty or too low.
2) To correct this problem, check for a break in fuel level
sensor, broken fuel level sensor ground lead, signal leads shorted to
voltage, broken fuel level sensor signal lead, faulty fuel level
sensor (resistance too high), high contact resistance, or poor
contact.
DTC CI-114
Fuel Level Sensor Signal Faulty
This DTC will set if there is no change in fuel level sensor
for at least 94 miles. The fuel level needle does not move. To correct
this problem, replace or repair stuck fuel level sensor.
DTC CI-121
Engine Temperature Signal Faulty
1) This DTC will set if control module receives a signal from
ECT sensor which corresponds to a temperature less than -49 F (-45 C)
or greater than 302 F (150 C). The coolant temperature gauge may
permanently read low temperature.
2) To correct this problem, check for open, shorted to
voltage or grounded signal leads. Also check for a fault in
ignition/fuel system, high contact resistance, or poor contact.
DTC CI-123
48-Pulse Speed Signal Short-Circuited To Supply
1) This DTC will set if signal leads have short circuit to
supply. On vehicles equipped with Electronic Climate Control (ECC),
fan speed may not decrease at higher road speeds. On vehicles equipped
with a trip computer, incorrect values are shown for average speed,
average consumption, instantaneous consumption, and trip computer trip
recorder.
2) To correct this problem, check signal leads for speed
output signal for a short circuit to supply between instrument cluster
and ECC or trip computer.
DTC CI-124
Engine Speed Signal Faulty
1) This DTC will set if instrument cluster registers engine
speed signal that exceeds 300 Hz (9000 RPM). Tachometer may read too
high.
2) To correct this problem, check signal leads between
ignition/fuel control module and instrument cluster for a short
circuit to voltage or ground.
DTC CI-131
12-Pulse Speed Signal Short-Circuited To Supply
1) This DTC will set if signal leads are short-circuited to
supply. Instrument cluster shows no symptoms for this DTC. A DTC will
set in ignition/fuel injection ECU and emission warning light will
come on. Cruise control will shut down and set a DTC, and automatic
volume control will not function.
2) To correct this problem, check for shorted speed output
signal leads between instrument cluster and ignition system, fuel
system, cruise control, audio, and other accessories.
DTC CI-132
Engine Speed Signal Absent
1) This DTC will set if engine speed signal is absent for at
least 10 seconds when generator sends charge signal (D+). Tachometer
will not function.
2) To correct this problem, check for open, shorted to
voltage or grounded signal leads. Also check for connector contact
resistance or a fault in ignition/fuel system.
DTC CI-133
Tank Signal To Trip Computer Signal Shorted To Supply
1) This DTC will set if fuel level signal leads between
instrument cluster and trip computer are shorted to voltage. Fault
will display in both RANGE TO EMPTY and fuel consumption modes in trip
computer.
2) To correct this problem, check fuel level signal leads
between instrument cluster and trip computer for a short circuit to
voltage.
DTC CI-141
12-Pulse Speed Signal Shorted To Ground
1) This DTC will set if signal is shorted to ground and speed
is greater than 1.2 MPH. Cruise control will shut down and set a DTC.
Automatic volume control will not function.
2) To correct this problem, check speed output signal leads
for a short circuit to ground between instrument panel and ignition
system, fuel system, cruise control, automatic volume control, and
other accessories.
DTC CI-143
48-Pulse Speed Signal Shorted To Ground
1) This DTC will set within 2 seconds when signal is shorted
to ground and vehicle speed is greater than 1.2 MPH. On vehicles
equipped with Electronic Climate Control (ECC), fan speed does not
decrease with increased road speed. On vehicles equipped with trip
computer, faults occur in displays for average speed, average
consumption, instantaneous consumption, and trip computer trip
recorder.
2) To correct this problem, check speed output signal leads
between instrument cluster and ECC or trip computer for a short
circuit to ground.
DTC CI-211
D+ Signal Absent
1) This DTC will set if instrument cluster registers no
charge signal (D+) from generator when engine speed signal exceeds
1000 RPM for at least 10 seconds. Generator charge warning light will
come on with engine running. Warning lights for filament sensor,
braking circuit, parking brake, coolant level, SRS, low fuel level,
service, and washer fluid level will also come on.
2) To correct this problem, check for defective generator,
broken signal leads, high contact resistance, or loose drive belt.
DTC CI-221
Speed Signal Absent
1) This DTC will set if instrument cluster does not register
a speed signal (input signal) when engine speed signal exceeds 1500
RPM for at least one minute and engine temperature exceeds 122 F
(50 C).
2) Speedometer may read too low or give no output. DTC is set
in engine control system. On vehicles equipped with Electronic Climate
Control (ECC), fan speed does not reduce with increased road speed. On
vehicles equipped with trip computer, faults occur in displays for
average speed, average consumption, instantaneous consumption and trip
computer trip recorder. Cruise control will shut down and a DTC will
set. If ABS light comes on, see appropriate BRAKES - ANTI-LOCK
article.
3) To correct this problem, check for broken signal lead,
high contact resistance, idle above 1500 RPM, or ABS system. See
appropriate BRAKES - ANTI-LOCK article.
DTC CI-222
Fuel Level Sensor Signal Shorted To Ground
1) This DTC will set if instrument cluster registers an input
speed signal that exceeds 2000 Hz (175 MPH). Speedometer may read too
high or give full output. Cruise control may shut down and set a DTC.
If ABS light comes on, see appropriate BRAKES - ANTI-LOCK article.
2) Speedometer may read too high or give full output. Cruise
control will shut down and set a DTC. If ABS light comes on, see
appropriate BRAKES - ANTI-LOCK article.
DTC CI-231
Fault In Control Module
This DTC will set if there is an internal fault in instrument
cluster. A DTC can set without instrument cluster showing any
detectable fault. To repair this problem, replace instrument cluster
microprocessor.
TESTING BY SYMPTOM
No Instruments Function
Check for blown fuse, open voltage supply, open ground,
internal fault in microprocessor, or poor contact in 30-pin or 16-pin
connector.
Information Module Clock Does Not Function

Check for open voltage supply, defective module, open 5-volt
signal, or open ground.
Panel Lighting Does Not Function

Check for open ground, defective rheostat, or burned out
bulbs.
Fuel Gauge Reads Too Low
Check if ignition was on or engine running during fuel
filling.
INSTRUMENT CLUSTER
NOTE: ALWAYS disconnect negative battery cable before removing ANY
instrument panel components.

Disconnect negative battery cable. Remove 12 cover panel
screws holding instrument panel. See Fig. 8. Disconnect 2 instrument
cluster connectors by releasing spring catches on upper edge of
cluster. See Fig. 9. To install, reverse removal procedure.
Fig. 8: Removing Cover Panel Screws

Fig. 9: Removing Instrument Cluster

WIRING DIAGRAMS
Fig. 10: Instrument Panel Wiring Diagram (1995 - With VDO - 1 Of 2)

Fig. 12: Instrument Panel Wiring Diagram (1995 - With Yasaki - 1
Of 2)
Of 2)
Of 2)
Of 2)
JACKING & HOISTING
1995 Volvo 850
1995-96 WHEEL ALIGNMENT

Volvo - Jacking & Hoisting
940 (1995)
850, 960 (1995-96)
JACKING & HOISTING
FLOOR JACK OR HOIST

The following illustration indicates areas (parts) of
underbody and frame used to raise and support vehicle with either
floor jack or hoist. These points are indicated by shaded areas on
frame. See Fig. 1.
EMERGENCY JACKING
Those points designated on body outline are designed for use
with vehicle’s jack and are indicated by circular dots. See Fig. 1. If
floor jack or hoist is employed, extreme care should be exercised to
avoid damaging outer body shell.
Fig. 1: Jacking & Hoisting Points (Typical)

KEYLESS ENTRY SYSTEM
1995 Volvo 850
1995 ACCESSORIES & EQUIPMENT

Volvo Keyless Entry Systems
850

850 models with central locking and factory installed alarm
system can be equipped with a remote-controlled keyless entry system.
Transmitter has a range of about 5 meters. Remote control cannot be
used to lock vehicle if ignition switch is in position I or II.
Upon receiving signals from transmitter, receiver unit
transmits locking or unlocking signals to central locking relay.
Central locking relay switches interior lighting on and off, and
transmits signals to alarm relay to activate and deactivate alarm.
Receiver includes a memory which can store coded radio signals from a
maximum of 3 different transmitters. Information is retained in memory
even if battery is disconnected.
RECEIVER PROGRAMMING
Transmitter Replacement
If transmitter is replaced, unit may need reprogramming. It
is necessary that receiver be programmed with each key code. To
reprogram receiver, turn ignition switch to position I or II 5 times
within 10 seconds. Leave ignition on at fifth turn. Press either LOCK
or UNLOCK button on transmitter once within 30 seconds. If transmitter
is provided with different key codes, programming of each unique code
must be accomplished within 30 seconds. Turn ignition off. Verify
operation of each individual transmitter.
TESTING & DIAGNOSIS
FAULT TRACING
NOTE: Ensure ignition is turned off when connecting or
disconnecting test instruments or connectors, or when making
resistance measurements.
Ensure doors and trunk are open. Lock unit should be latched
in lock position by pressing in central locking unit latch with a
screwdriver. After fault tracing, release latch by opening door with
inside or outside handle.
CENTRAL LOCKING INOPERABLE

NOTE: Use illustration for central locking relay base terminal
identification. See Fig. 1.
Fig. 1: Identifying Central Locking Relay Base Terminals

1) Turn ignition off. Remove and check fuses No. 3 and 6.
Replace as necessary. If fuses are okay, go to next step.
2) Ensure ignition is off. Connect voltmeter between fuse No.
6 terminal and ground. If battery voltage is present, go to next step.
If battery voltage is not present, an open or short circuit is present
in wiring between fuse and battery.
3) Ensure ignition is off. Connect voltmeter between fuse No.
3 terminal and ground. Zero volts should be present. Turn ignition on
and repeat measurement. Battery voltage should be present. If voltage
readings are correct, go to next step. If voltage readings are not
correct, check wiring between fuse terminal and ignition switch for an
open or short circuit.
4) Ensure ignition is off. Reinstall fuses. Check if system
can be operated from another front door or from trunk. If system can
be operated from another front door or trunk, go to step 14). If
system cannot be operated from another front door or trunk, go to next
step.
5) Ensure ignition is off. Check if front doors and trunk can
be locked and unlocked by key, and if rear doors can be unlocked by
raising interior locking button and opening with inside handle. If any
component cannot be operated, a mechanical fault is present in central
locking unit. Replace unit as necessary. If all components can be
operated, go to next step.
6) Ensure ignition is off. Remove central locking relay
located in passenger compartment relay center. Connect ohmmeter
between relay base terminal No. 31 and ground. If about zero ohms are
present, go to next step. If about zero ohms are not present, repair
ground circuit between relay base terminal No. 31 and ground.
Reinstall relay.
7) Ensure ignition is off. Connect voltmeter between relay
base terminals No. 30 and 31. If battery voltage is present, go to
next step. If battery voltage is not present, check for an open or
short circuit in wiring between relay base terminal No. 30 and fuse
terminal No. 6. Reinstall central locking relay.
8) Ensure ignition is off. Connect voltmeter between relay
base terminals No. 15 and 31. Zero volts should be present. Turn
ignition on. Connect voltmeter between relay base terminals No. 15 and
31. Battery voltage should be present. If voltages are to
specification, go to next step. If voltages are not to specification,
check trigger supply wiring for an open or short circuit between relay
base terminal No. 15 and fuse No. 3 terminal. Reinstall central
locking relay.
9) Ensure ignition is off. Connect ohmmeter between relay
base terminals No. 87 and 31. Ohmmeter should indicate infinite
resistance. Connect voltmeter between relay base terminals No. 88 and
31. Zero volts should be present. If resistance and voltage
measurements are to specification, go to next step. If resistance and
voltage measurements are not to specification, check for short circuit
in wiring between relay base terminal No. 88 and central locking
motors. Reinstall central locking relay.
10) Ensure ignition is off. To test unlock function, connect
jumper wire between relay base terminals No. 87 and 31. Apply battery
voltage for 2 seconds by jumping relay base terminals No. 88 and 30.
If central locking units do not unlock, go to next step. If central
locking units unlock, go to step 15).
11) To test lock function, connect jumper wire between relay
base terminals No. 88 and 31. Apply battery voltage for 2 seconds by
jumping relay base terminals No. 87 and 30. If central locking units
do not lock or unlock, go to next step. If central locking units lock
or unlock, go to step 15).
12) Ensure ignition is off and all doors are unlocked.
Connect ohmmeter between relay base terminals No. 87 and 88. If
ohmmeter reads 1-15 ohms, an individual motor winding may be faulty.
Go to step 14).
13) If ohmmeter reads zero ohms, check for short circuit in
wiring between central locking motors and relay base terminals No. 87
and 88. If ohmmeter reads infinite resistance, check central locking
relay base for evidence that relay is burned out. If relay appears
burned out, replace relay and all central locking motors. If relay
does not appear burned out, go to next step.
14) Ensure ignition is off and all doors are unlocked. Remove
door, trunk, or trunk lid panels as necessary. Disconnect appropriate
central locking unit connector. See Fig. 2. Connect ohmmeter between
following terminals:
* Front Door - Between terminals No. 10 and 12 in central

locking unit 14-pin connector.
* Rear Door - Between terminals No. 3 and 4 in central locking
unit 8-pin connector.
* Trunk Lid - Between terminals No. 6 and 7 in central locking
unit 8-pin connector.
* Filler Cover - Between terminals No. 1 and 2 in central
locking unit 2-pin connector.
If ohmmeter reads 1-15 ohms in all cases, go to next step. If ohmmeter

does not read 1-15 ohms in all cases, an open or short circuit is
present in central locking unit wiring harness or motor winding.
Repair or replace motor as necessary.
15) Ensure ignition is off and all doors and trunk are
locked. Connect ohmmeter between relay base terminals No. 31 and 86.
Zero ohms should be present. Connect ohmmeter between relay base
terminals No. 31 and 85A, 85B, and 85R. Ohmmeter should indicate
infinite resistance in all cases.
16) Unlock all doors and trunk. Connect ohmmeter between
relay base terminals No. 31 and 86. Ohmmeter should indicate infinite
resistance. Connect ohmmeter between relay base terminals No. 31 and
85A, 85B, and 85R. Ohmmeter should indicate zero ohms in all cases.
17) If all readings are to specification, go to step 28). If
readings for terminals No. 85A or 85B are not to specification, go to
next step. If reading for terminal No. 85R is not to specification, go
to step 22).
18) Ensure ignition is off. Remove left or right front door
panel as necessary. Disconnect central locking unit 14-pin connector.
See Fig. 2. Lock front door that has faulty central locking unit.
Connect ohmmeter between central locking unit 14-pin connector
terminals No. 11 and 14. Ohmmeter should indicate infinite resistance.
terminals No. 13 and 14. Ohmmeter should indicate about zero ohms.
Fig. 2: Locating Central Locking Connectors
19) Unlock front door with faulty central locking unit.

terminals No. 11 and 14. See Fig. 2. Ohmmeter should indicate about
zero ohms. Connect ohmmeter between central locking unit 14-pin
connector terminals No. 13 and 14. Ohmmeter should indicate infinite
resistance.
20) If resistances are to specification, go to next step. If
resistances are not to specification, a fault is present in central
locking operating switch or wiring. If switch and wiring are okay,
replace complete central locking unit. Reinstall central locking
relay.
21) Ensure ignition is off. Ensure door panel from door with
faulty locking unit is removed. Disconnect central locking unit 14-pin
connector. See Fig. 2. Connect ohmmeter between 14-pin connector
terminal No. 14 and ground. If ohmmeter indicates about zero ohms, go
to step 25). If ohmmeter does not indicate about zero ohms, an open or
short circuit is present in ground wire between 14-pin connector
terminal No. 14 and ground point at left or right "A" pillar.
22) If resistance measurements for terminal No. 85R were
incorrect in step 17), ensure ignition is off. Remove trunk lid panels
as necessary. Disconnect central locking unit 8-pin connector located
in trunk lid. Lock trunk. Connect ohmmeter between 8-pin connector
terminals No. 4 and 2. See Fig. 2. Ohmmeter should indicate about zero
ohms. Connect ohmmeter between 8-pin connector terminals No. 5 and 2.
See Fig. 2. Ohmmeter should indicate infinite resistance.
23) Unlock trunk lid. Connect ohmmeter between 8-pin
connector terminals No. 4 and 2. See Fig. 2. Ohmmeter should indicate
infinite resistance. Connect ohmmeter between 8-pin connector
terminals No. 5 and 2. Ohmmeter should indicate about zero ohms. If
resistances are to specification, go to next step. If resistances are
not to specification, switch or complete central locking unit may be
defective. Repair or replace as necessary. Reinstall central locking
relay.
24) Ensure ignition is off and trunk lid panels are removed
as necessary. Disconnect central locking unit 8-pin connector located
in trunk lid. See Fig. 2. Connect ohmmeter between 8-pin connector
terminal No. 2 and ground. If zero ohms are present, go to next step.
If zero ohms are not present, an open or short circuit to voltage is
present in ground wire between 8-pin connector terminal No. 2 and
ground point in left side of luggage compartment.
25) Turn ignition off. Lock all doors and trunk. Remove
central locking relay. Connect ohmmeter between relay base terminals
No. 31 and 86. About zero ohms should be present. Unlock all doors and
trunk. Connect ohmmeter between relay base terminals No. 31 and 86.
Ohmmeter should indicate infinite resistance.
26) If resistance readings are not to specification, go to
next step. If resistance readings are to specification, an open or
short circuit is present in unlocking signal wiring between front door
or trunk along with a possible faulty central locking unit and relay.
On left front door, check wiring between relay base terminal No. 85A
and 14-pin connector terminal No. 11. On right front door, check
wiring between relay base terminal No. 85B and 14-pin connector
terminal No. 11. On trunk, check wiring between relay base terminal
No. 85R and 14-pin connector terminal No. 5. See Figs. 1 and 2.
27) If resistance readings were not to specification in step
26), an open or short circuit is present in locking signal wiring
between front door or trunk along with a possible faulty central
locking unit and relay. On left or right front door, check wiring
between relay base terminal No. 86 and 14-pin connector terminal No.
13. On trunk, check wiring between relay base terminal No. 85 and 8-
pin connector terminal No. 4. See Figs. 1 and 2.
28) If resistance readings were correct in step 17), turn
ignition on. Ensure all interior lighting is off. Remove central
locking relay. Connect voltmeter between relay base terminals ATR and
No. 31, then between terminals LA and No. 31. If voltmeter indicates
zero volts in all cases, replace central locking relay.
29) If first measurement was incorrect (between relay base
terminals ATR and No. 31), wiring between relay base terminal ATR and
alarm relay terminal ATR is shorted to voltage. If second measurement
was incorrect (between relay base terminals LA and No. 31), wiring
between relay base terminal LA and interior light wiring is shorted to
voltage. Repair wiring and replace relay as necessary.
CENTRAL LOCKING INOPERABLE AT DOOR ONLY

1) Ensure ignition is off. Close door. Attempt to lock and
unlock door mechanically using inside locking button and inside
handle. If central locking unit can be operated mechanically, go to
step 14) under CENTRAL LOCKING INOPERABLE to check motor windings. If
central locking unit cannot be operated mechanically, determine
whether vehicle is equipped with anti-theft locking function.
2) If vehicle is not equipped with anti-theft locking,
mechanical fault is present in central locking unit or inside lock and
door opener linkage. If vehicle is equipped with anti-theft locking,
ensure central locking motor is not stuck in anti-theft locking
position.
CENTRAL LOCKING INOPERABLE AT TRUNK ONLY

1) Ensure ignition is off. Check if trunk lid can be locked
and unlocked with key.
NOTE: When trunk is locked, key should be removed in vertical

position. If not, trunk will not be operable using central
locking system.
2) If central locking unit can be operated mechanically, go

to next step. If central locking unit cannot be operated mechanically,
a mechanical fault is present in central locking unit. Replace central
locking unit.
3) Turn ignition off. Unlock trunk with door key. Ensure
doors and fuel filler cover are unlocked. Lock trunk with door key.
Ensure door and fuel filler cover are locked. If central locking unit
can be operated electrically, go to step 14) under CENTRAL LOCKING
INOPERABLE to check trunk unit motor windings.
4) If central locking unit cannot be operated electrically,
go to step 22) under CENTRAL LOCKING INOPERABLE to check trunk
operating switch.
CENTRAL LOCKING INOPERABLE AT FUEL FILLER COVER ONLY

1) Turn ignition off and open fuel filler cover. Using door
key, unlock central locking system on right front door. Check if
locking lever from central locking unit on filler cover has moved to
locked position. Using door key, lock central locking system on right
front door. Check if locking lever from central locking unit on filler
cover has moved to unlocked position.
2) If central locking unit cannot be operated electrically,
mechanical fault is present in either filler cover or central locking
unit. If locking lever does not operate without sticking, lubricate
cover and lever as necessary. If central locking unit cannot be
operated electrically, go to step 14) under CENTRAL LOCKING INOPERABLE
to check fuel filler cover motor winding.
CENTRAL LOCKING INOPERABLE BY REMOTE CONTROL

1) Attempt to lock/unlock system using a known good
transmitter. If a different transmitter operates system, go to step
12). If a different transmitter does not operate system, go to next
step.
2) Turn ignition off. Remove and check fuses No. 15 and 32.
If fuses are defective, system may have exhibited a temporary overload
or fault in central locking system. Replace fuses and go to step 5).
If fuses are okay, go to next step.
3) Turn ignition on. Connect voltmeter between fuse No. 15
fuse holder terminal and ground. If battery voltage is present, go to
next step. If battery voltage is not present, an open or short circuit
is present in wiring between fuse holder terminal and battery.
4) Turn ignition off. Connect voltmeter between fuse No. 32
fuse holder terminal and ground. Zero voltage should be present. Turn
ignition switch to position I. Battery voltage should be present. If
voltages are to specification, go to next step. If voltages are not to
specification, check for an open or short circuit in voltage supply
wire between fuse holder terminal and ignition switch.
5) Ensure ignition is off, all fuses are installed, and all
doors are closed. Check if central locking system can be operated
manually by key from both front doors and trunk. If system can be
operated, go to next step. If system cannot be operated, see CENTRAL
LOCKING INOPERABLE.
6) Ensure ignition is off. Disconnect receiver 5-pin
connector. Receiver is located under right side of instrument panel.
Connect ohmmeter between 5-pin connector terminal No. 1 and ground.
See Fig. 3. If ohmmeter indicates about zero ohms, go to next step. If
ohmmeter does not indicate about zero ohms, an open or short circuit
to voltage is present in receiver ground wire between 5-pin connector
terminal No. 1 and electrical distribution unit power ground terminal.
Fig. 3: Identifying Receiver 5-Pin Connector Terminals

7) Ensure ignition is off and receiver 5-pin connector is

disconnected. See Fig. 3. Connect voltmeter between 5-pin connector
terminals No. 1 and 5. If battery voltage is present, go to next step.
If battery voltage is not present, an open or short circuit to ground
is present in receiver supply wiring between 5-pin connector terminal
No. 5 and fuse No. 15 fuse holder terminal.
disconnected. See Fig. 3. Ensure ignition is off. Connect voltmeter
between 5-pin connector terminals No. 1 and 4. Voltmeter should
indicate zero volts. Turn ignition switch to position I and repeat
voltage measurement. Voltmeter should indicate battery voltage.
9) If voltage measurements are to specification, go to next
step. If voltage measurements are not to specification, an open or
short circuit is present in trigger supply wiring between fuse No. 32
fuse holder terminal and 5-pin connector terminal No. 4. See Fig. 3.
disconnected. See Fig. 3. Remove central locking relay. Connect
ohmmeter between 5-pin connector terminal No. 3 and relay base
terminal ATR. See Figs. 1 and 3. Ohmmeter should indicate zero ohms.
Connect ohmmeter between 5-pin connector terminals No. 1 and 3.
Ohmmeter should indicate infinite resistance. Connect voltmeter
between 5-pin connector terminals No. 1 and 3. Voltmeter should
indicate zero volts.
11) If all resistance and voltage readings are to
specification, go to next step. If resistance and voltage readings are
not to specification, an open or short circuit is present in receiver
signal wiring between wiring harness 5-pin connector terminal No. 3
and base relay terminal ATR.
12) Ensure ignition is off. Reconnect receiver 5-pin
connector. See Fig. 3. Reinstall central locking relay. Remove
transmitter battery cover and remove battery. Connect voltmeter to
battery. If battery has minimum 2.8 volts, reinstall battery and go to
next step. If battery voltage does not meet specification, replace
battery. Test transmitter by operating LOCK and UNLOCK buttons. If
system still does not activate, go to next step.
13) Ensure ignition is off. Reprogram receiver. See RECEIVER
PROGRAMMING. Test transmitter by pressing LOCK and UNLOCK buttons. If
central locking system does not activate, go to next step.
14) Ensure ignition is off. Remove central locking relay.
Connect voltmeter between relay base terminals ATR and No. 31. See
Fig. 1. Operate transmitter LOCK button and check voltage. If
voltmeter indicates any voltage, replace central locking relay. If
system still does not activate, go to step 16). If voltmeter does not
indicate any voltage, go to next step.
15) Ensure ignition is off. Reinstall central locking relay.
Replace transmitter. Reprogram receiver. See RECEIVER PROGRAMMING.
Test transmitter by pressing LOCK and UNLOCK buttons. If central
locking system does not activate, go to next step.
16) Ensure ignition is off. Replace and reprogram receiver
unit. Test receiver by pressing transmitter LOCK and UNLOCK buttons.
If central locking system still does not activate, go to step 28)
under CENTRAL LOCKING INOPERABLE to check central locking unit.
CENTRAL LOCKING ACTUATOR

Remove door panel. See appropriate POWER WINDOWS article.
Remove lock unit. Remove actuator from lock unit. See Fig. 4. To
Fig. 4: Removing Central Locking Actuator
WIRING DIAGRAMS
Fig. 5: Keyless Entry System Wiring Diagram (1995 - With Deadlock)
Fig. 6: Keyless Entry System Wiring Diagram (1995 - Without Deadlock)
MAINTENANCE INFORMATION
1995 Volvo 850
1993-96 MAINTENANCE
Volvo Maintenance Information
1993-96 850 Sedan

1994-96 850 Wagon

NOTE: For scheduled maintenance intervals and the related fluid
capacities, fluid specifications and labor times for major
service intervals, see SCHEDULED SERVICES article below:
* SCHEDULED SERVICES - NON TURBO

* SCHEDULED SERVICES - TURBO (1994-96)
Warranty information and specifications for fluid

capacities, lubrication specifications, wheel and tire size,
and battery type are covered in this article.
NEW MODEL HIGHLIGHTS

NOTE: For more information regarding 1995 Model changes refer to
the GROUP 00, NO. 809 1995 850 NEW CAR FEATURES article in
the TSB section.
MODEL IDENTIFICATION
VIN LOCATION
The Vehicle Identification Number (VIN) is located on the
left side of the dash panel at the base of the windshield. The VIN
chart explains the code characters.
VIN CODE ID EXPLANATION

Numbers preceding the explanations in the legend below refer
to the sequence of characters as listed on VIN identification label.
See VIN example below.

(VIN) Y V 1 L S 5 5 1 X P 1 0 0 0 0 0 1
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17

1 - Manufacturing Country
Y * Sweden Or Belgium
2 - Manufacturer
V * Volvo
3 - Vehicle Type
1 * Passenger Vehicle
4 - Vehicle Series
L * 850 Sedan
5 - Body Style & Restraint System

S * 850 4-Door Sedan W/ Driver & Passenger Airbags
S * 850 4-Door W/ Dual Airbags & Pretentioners
W * 850 5-Door Wagon W/ Driver & Passenger Airbags
6-7 - Engine Type

55 * B5254S 2.4L 5-Cylinder
57 * B5234T 2.3L Turbo 5-Cylinder
58 * B5234T5 2.3L Turbo 5-Cylinder
8 - Emission Control System

0 * Three-way Converter, Heated Oxygen Sensor, W/O EGR
1 * Three-way Converter, Heated Oxygen Sensor, W/EGR
2 * Three-way Converter, Heated Oxygen Sensor, W/EGR, Airpump
9 - VIN Check Digit

* Computer Generated
10 - Vehicle Model Year

P * 1993
R * 1994
S * 1995
T * 1996
11 - Assembly Plant
0 * Kalmar, Sweden
1 * Torslanda, Sweden
2 * Ghent, Belgium
3 * Halifax, Nova Scotia, Canada
A * Uddevalla, Sweden
12-17 - Serial Number

* Sequential Production Number
MAINTENANCE SERVICE INFORMATION
SEVERE & NORMAL SERVICE DEFINITIONS

NOTE: Use the Severe Service schedule if the vehicle to be serviced
is operated under ANY (one or more) of these conditions:
Service is recommended at mileage intervals based on vehicle

operation. Service schedules are based on the following primary
operating conditions:
Normal Service
* Driven More Than 10 Miles Daily

* No Operating Conditions From Severe Service Schedule
Severe Service (Unique Driving Conditions)
* Extended Idling Or Low Speed Operation

* Frequent Short Trips Of Less Than 7 Miles
* Extended Operation In Dusty Or Sandy Conditions
* Trailer Towing Operations
* Driving In Mountainous Conditions
CAMSHAFT TIMING BELT

CAUTION: Failure to replace a faulty camshaft timing belt may result
in serious engine damage.
The condition of camshaft drive belts should always be

checked on vehicles which have more than 50,000 miles. Although some
manufacturers do not recommend belt replacement at a specified
mileage, others require it at 60,000-100,000 miles. A camshaft drive
belt failure may cause extensive damage to internal engine components
on most engines, although some designs do not allow piston-to-valve
contact. These designs are often called "Free Wheeling".
Many manufacturers changed their maintenance and warranty
schedules in the mid-1980’s to reflect timing belt inspection and/or
replacement at 50,000-60,000 miles. Most service interval schedules in
this manual reflect these changes.
Belts or components should be inspected and replaced if any
of the following conditions exist:
* Cracks Or Tears In Belt Surface

* Missing, Damaged, Cracked Or Rounded Teeth
* Oil Contamination
* Damaged Or Faulty Tensioners
* Incorrect Tension Adjustment
Volvo recommends replacement of the camshaft timing belt at

the following intervals:
CAMSHAFT TIMING BELT REPLACEMENT INTERVAL TABLE

Application Interval (Miles)
1993 ................................................... 50,000

1994-96 ................................................ 70,000
SERVICE POINT LOCATIONS
Fig. 1: Service Point Locations (Non-Turbo)

Fig. 2: Service Point Locations (Turbo)
Fig. 3: OBD II Diagnostic Link Connector Location (1996)

ALIGNING CAMSHAFT TIMING MARKS

Fig. 5: Lubricating Tensioner Pulley Bushing (Pivot Bearing)
CAUTION: Lubrication of the Tensioner Pulley Bushing is REQUIRED on

1993 Models, it is recommended that the bushing be checked
for free play and lubrication on 1994-95 models.
NOTE: For more information regarding camshaft timing belt service

refer to the 2.3L 5-CYL TURBO article in the
ENGINE MECHANICAL section.
Fig. 6: Installing Washer on Timing Belt Tensioner

MODEL 850 TIMING BELT REPLACEMENT TABLE

Model Part 50K 60K 70K 80K 90K 100K
Year Number

1993* 271952-4 X X

1994 271834-4 E

* = Late M/Y 93 850’s (from engine no. 131035) should
have M/Y 94 timing belt (p/n 271834-4). See Parts
Bulletin 21-13 and Tech DCS 21-02.
E = Recommended timing belt replacement
X = Required timing belt replacement

NOTE: On 1993 850’s, lubricate timing belt tensioner
pivot bearing during timing belt replacement.

LUBRICATING AUXILIARY DRIVE BELT TENSIONER
Fig. 7: Auxiliary Drive Belt Tensioner Lubrication Points

NOTE: The automatic tensioner for the auxiliary drive belt must be
greased every 30,000 miles (45,000 km) or if an abnormal
noise is heard from the tensioner.
NOTE: The auxiliary drive belt and automatic tensioner must be

removed from engine in order to properly lubricate.
FLAME TRAP MAINTENANCE - PCV SYSTEM
Fig. 8: Flame Trap Location

CHANGING CONTROL MODULE BOX FILTER (1993)
Fig. 9: Control Module Box Filter (1993)

BODY LUBRICATION POINTS

Fig. 10: Body Lubrication Points (Typical)
VEHICLE LIFT POINTS
Fig. 11: Vehicle Lift Points (Typical)

CAUTION: Use extreme caution when putting a T-5R model, or any model
with a front spoiler and lowered suspension onto a lift.
NOTE: For more information regarding lifting and hoisting refer to
the JACKING & HOISTING article in the
INFORMATION LABEL LOCATIONS
Fig. 12: Information Label Locations

SERVICE LABOR TIMES

SERVICE LABOR TIMES TABLE (HOURS)

Application (1) 30,000 60,000
Mile Service Mile Service
2.5L 5-Cylinder
Automatic Transmission ...... 3.8 ..................... 4.6
Manual Transmission ......... 3.8 ..................... 4.6
2.5L 5-Cylinder Turbo
Automatic Transmission ...... N/A ..................... N/A
Manual Transmission ......... N/A ..................... N/A
(1) - To replace camshaft timing belt, add 2.0 hrs.

LUBRICATION SPECIFICATIONS
CAUTION: DO NOT use SAE 15W-40 oil in extremely low ambient
temperatures.
LUBRICATION SPECIFICATIONS TABLE

Application Fluid Specifications
Coolant ............................. 50/50 Mix Ethylene Glycol

and Distilled Water
Brake Fluid ....................... DOT 4 Or DOT 4+ Brake Fluid
Engine Oil
Ambient Temperature
Less Than 68 F (20 C) .................. SAE 5W-30 API SH/CD
-4 F To 100 F (-20 To 38 C) .......... SAE 10W-30 API SH/CD
Greater Than 14 F (-10 C) ............. SAE 15W-40 API SH/CD
Power Steering Fluid (1) ............. Dexron-IIE or Mercon ATF
Automatic Transaxle (AW50-42) ............ Dexron-IIE or Mercon
Manual Transmission (2) ......... Volvo Synthetic (P/N 1161423)
Or Type F/G ATF
Wheel Bearings .................... NLGI Grade 2 Category GC-LB
Steering Linkage (3)(4) ........... NLGI Grade 2 Category GC-LB
Ball Joints (3)(5) ................ NLGI Grade 2 Category GC-LB
Weatherstrip ....................... Dielectric Silicone Grease
(1) - At temperatures below -4 F (-20 C) Volvo oil (P/N1161001-1)

can be used.
(2) - DO NOT use Dexron fluid in manual transmissions.
(3) - Use low pressure grease gun to prevent seal damage.
(4) - Fill until lubricant squeezes out from the base of seals.
(5) - Fill ball joint until seal starts to swell.
FLUID CAPACITIES
FLUID CAPACITIES TABLE

Application Quantity (1)
A/C R-134a Refrigerant ................................ 26 Ozs.

Brake System .................................. 0.5 Qts. (0.6L)
Cooling System
Non-Turbo ................................... 7.6 Qts. (7.2L)
Turbo ....................................... 7.4 Qts. (7.0L)
Engine Oil (2)
850 (Non-Turbo)
1993-94 ................................... 5.6 Qts. (5.3L)
1995 (M/T) ................................ 5.6 Qts. (5.3L)
1995 (A/T) ................................ 6.1 Qts. (5.8L)
Turbo (3)
Without Oil Cooler ........................ 5.6 Qts. (5.3L)
With Oil Cooler ........................... 6.5 Qts. (6.2L)
Fuel Tank .................................... 19.3 Gals. (73L)
Power Steering ................................ 0.7 Qts. (0.8L)
Automatic Transmission (AW50-42)
Fluid Change ................................ 3.3 Qts. (3.0L)
Overhaul .................................... 8.0 Qts. (7.6L)
Manual Transmission
1993-94 (M56L) .............................. 2.5 Qts. (2.1L)
1995-96 (M56H) .............................. 2.2 Qts. (2.1L)
(1) - Capacities are recommended or calculated levels. Always use

dipstick (if available) to measure level.
(2) - Includes Filter Change
(3) - Oil Cooler capacity is .95 Qts. (0.9L).
WHEEL & TIRE SPECIFICATIONS

WHEEL & TIRE SPECIFICATIONS TABLE (1)

Wheel Size Tire Size
15 x 6" (Steel) .............................. P195/60HR15

15 x 6.5" (Aluminum) ......................... P195/60HR15
16 x 6.5" (Aluminum) ......................... P205/50ZR16
Temporary Spare (Steel) ....................... T115/70R15
(1) - Snow chains should be used on the front original

equipment tires only.
TIRE INFLATION
Tire specification label is located on the right front door.
TIRE INFLATION SPECIFICATIONS TABLE

Tire Size/Application psi (kg/cm )
195/60R-15 ........................................... ( 1)
205/50R-16 ........................................... ( 1)
Spare Tire ........................................... ( 1)
(1) - Check tire pressure label located on the inside of the

fuel filler flap.
WHEEL TIGHTENING
Tighten all wheel lug nuts to 80 ft. lbs. (110 N.m) using
pattern shown in Fig. 13.
TIRE ROTATION PATTERNS

Fig. 13: Tire Rotation Pattern & Lug Nut Torque Pattern
BATTERY SPECIFICATIONS
CAUTION: When battery is disconnected, vehicles equipped with
computers may lose memory data. When battery power is
restored, driveability problems may exist on some vehicles.
These vehicles may require a relearn procedure. See COMPUTER
RELEARN PROCEDURES article in the GENERAL INFORMATION
section.
All models use a 520 A/100 Min. battery.
CAUTIONS & WARNINGS
SUPPLEMENTAL RESTRAINT SYSTEM (SRS) AIR BAG SYSTEM

NOTE: See the AIR BAG RESTRAINT SYSTEM article in the
ACCESSORIES/SAFETY EQUIPMENT Section.
The SRS has no user-servicable parts. Always have servicing

done by an authorized dealer.
When performing maintenance on air bag equipped vehicles

always observe proper safety precautions.
carefully follow all warnings and service precautions. See
appropriate AIR BAG RESTRAINT SYSTEM article in the
ACCESSORIES/SAFETY EQUIPMENT section.
CAUTION: Disconnect negative battery cable before servicing any air

bag system, steering column or passenger side dash
component. After any repair, turn ignition key to the ON
position from passenger’s side of vehicle in case of
accidental air bag inflation
ANTI-LOCK BRAKE SYSTEM (ABS)

CAUTION: Never mix different diameter tires. On loose or uneven
surfaces, the ABS system may require longer stopping
distances than conventional brake systems. Exercise caution
when removing mud or snow from the wheels so as not to
damage the ABS wiring or speed sensors.
BATTERY WARNING
WARNING: When battery is disconnected, vehicles equipped with
These vehicles may require a relearn procedure. See
appropriate COMPUTER RELEARN PROCEDURES article in the
GENERAL INFORMATION section below.
REPLACING BLOWN FUSES

Before replacing a blown fuse, remove ignition key, turn off
all lights and accessories to avoid damaging the electrical system. Be
sure to use fuse with the correct indicated amperage rating. The use
of an incorrect amperage rating fuse may result in a dangerous
electrical system overload.
BRAKE PAD WEAR INDICATOR

Indicator will cause a squealing or scraping noise, warning
that brake pads need replacement.
CATALYTIC CONVERTER
Continued operation of vehicle with a severe malfunction
could cause converter to overheat, resulting in possible damage to
converter and vehicle.
COOLANT (PROPYLENE-GLYCOL FORMULATIONS)

CAUTION: To avoid possible damage to vehicle use only ethylene-glycol
based coolants with a mixture ratio from 44-68% anti-freeze.
DO NOT use 100% anti-freeze as it will cause the formation
of cooling system deposits. This results in coolant
temperatures of over 300 F (149 C) which can melt plastics.
100% anti-freeze has a freeze point of only -8 F (-22 C).
CAUTION: Propylene-Glycol Mixtures has a smaller temperature range

than Ethylene-Glycol. The temperature range (freeze-boil)
of a 50/50 Anti-Freeze/Water Mix is as follows:
Propylene-Glycol -26 F (-32 C) - 257 F (125 C)
Ethylene-Glycol -35 F (-37 C) - 263 F (128 C)
CAUTION: Propylene-Glycol/Ethylene-Glycol Mixtures can cause the

destabilization of various corrosion inhibitors. Also
Propylene-Glycol/Ethylene-Glycol has a different specific
gravity than Ethylene-Glycol coolant, which will result in
inaccurate freeze point calculations.
ELECTROSTATIC DISCHARGE SENSITIVE (ESD) PARTS

WARNING: Many solid state electrical components can be damaged by
static electricity (ESD). Some will display a warning label,
but many will not. Discharge personal static electricity by
touching a metal ground point on the vehicle prior to
servicing any ESD sensitive component.
ENGINE OIL
CAUTION: Never use non-detergent or straight mineral oil.
FUEL SYSTEM SERVICE

WARNING: Relieve fuel system pressure prior to servicing any fuel
system component (fuel injection models).
HALOGEN BULBS
WARNING: Halogen bulbs contain pressurized gas which may explode if
overheated. DO NOT touch glass portion of bulb with bare
hands. Eye protection should be worn when handling or working
around halogen bulbs.
RADIATOR CAP
CAUTION: Always disconnect the fan motor when working near the
radiator fan. The fan is temperature controlled and could
start at any time even when the ignition key is in the OFF
position. DO NOT loosen or remove radiator cap when cooling
system is hot.
RADIATOR FAN
WARNING: Keep hands away from radiator fan. Fan is controlled by a
thermostatic switch which may come on or run for up to
15 minutes even after engine is turned off.
TURBOCHARGED MODELS
CAUTION: Do not race engine immediately after starting. When
stopping engine, allow engine to idle for approximately 60
seconds before shutting it off. Failure to do so may cause
turbocharger damage due to lack of oil flowing to
the turbocharger bearings.
WHEELS & TIRES

Only wheels tested and approved by the manufacturer should be
used on models equipped with Air Dam aerodynamic components.
WARRANTY INFORMATION
CAUTION: Due to the different warranties offered in various regions
and the variety of after-market extended warranties
available, please refer to the warranty package that came
with the vehicle to verify all warranty options.
BASIC WARRANTY
Warranty coverage is 3 years or 50,000 miles, whichever
occurs first.
MAJOR ASSEMBLY COVERAGE

Warranty coverage is 3 years or 50,000 miles, whichever
occurs first.
CORROSION PROTECTION WARRANTY

Painted body panels are warranted against perforation for a
period of 5 years. Structural damage due to rust or corrosion is
warranted for 8 years.
SUPPLEMENTAL RESTRAINT SYSTEMS & SEAT BELTS

Factory installed seat belts or restraint systems are
warranted for a period of 5 years.
EMISSION SYSTEM WARRANTY

Manufacturer warrants that the vehicle emission control
system was designed and installed to conform, at the time of sale, to
all applicable U.S. emission standards. The warranty covers repairs
resulting from any defect in material or workmanship which could cause
the vehicle not to meet emission standards during the warranty period.
The warranty period is 5 years or 50,000 miles.
The following components are covered by Emission System or
Emission Performance warranties:
* Ignition Cables
* Distributor Components
* Ignition Coil
* Power Stage
* Ignition Control Unit
* Spark Plugs
* Knock Sensor
* Engine RPM Sensor
* Fuel Pressure Regulator
* Mass Airflow Meter
* Fuel Injection Control Unit
* Fuel Injectors
* Idle Air Valve
* Coolant Temperature Sensor
* Throttle Position Sensor
* Throttle Potentiometer
* Series Resistor
* Oxygen Sensor
* Cold Start Injector
* Temperature Sensor
* Manifold Pressure Sensor
* Camshaft Sensor
* Evaporative Emission System
* Turbocharger System
* PCV System
* Air Intake System
* Catalytic Converter
* Exhaust Manifold
* Exhaust Pipe (Manifold-To-Catalyst)
* EGR System
* Miscellaneous Items Used In Above System
FUSES & CIRCUIT BREAKERS

The fuse panel is located in the engine compartment. A label
on the inside of the cover lists the fuse amperage and circuits
protected.
Fig. 14: Fuse Panel Identification
Fuse & Circuit Breaker Identification
1 - 15 Amp
Fuel Injection, Distributor Ignition, Automatic Gearbox
2 - 15 Amp
Fuel Pump, Alarm System
3 - 10 Amp
Courtesy Lights, Oil Level Sensor
4 - Not Used (1993-95)
10 Amp (1996)
5 - 30 Amp
ECC Blower (Speed 4)
6 - 25 Amp
Central Locking System, Alarm
7 - 15 Amp
Audio System (Amplifier)
8 - 25 Amp (1993-95)
Power Antenna, Trailer Connector
40 Amp (1996)
9 - 30 Amp
10 - Not Used (1993-95)
15 Amp (1996)
Heated Rear Seat (If Equipped)
11 - 30 Amp
Heated Rear Window & Side Mirrors
12 - 10 Amp
Brake Lights
13 - 15 Amp
Hazard Flashers, Headlight Flashers, Alarm
14 - 30 Amp
15 - 10 Amp (1993-95)
Oil Level Sensor, Seat Belt Reminder
10 Amp (1996)
Oil Level Sensor, Seat Belt Reminder, Data Link Connector
16 - 30 Amp (1993-95)
Accessories
30 Amp (1996)
Power Antenna, Trailer Connector, Accessories
17 - 10 Amp
Key Reminder
18 - 25 Amp (1993-95)
15 Amp (1996)
Front Fog Lamps
19 - 15 Amp
Left High Beam Headlight
20 - 15 Amp
Right High Beam Headlight, High Beam Indicator
21 - 15 Amp
Left Low Beam Headlight
22 - 15 Amp
Right Low Beam Headlight
23 - 10 Amp
Left Parking Light, License Light
24 - 10 Amp
Right Parking Light, Bulb Failure Warning Sensor
25 - 10 Amp
Rear Fog Lamps, Fog Lamp Indicator
26 - Not Used (1993-95)
25 Amp (1996)
27 - 15 Amp
Back-Up Lights, Turn Signals
28 - 10 Amp
Cruise Control, Heated Rear Window, Seat Belt Reminder Light,
Shiftlock, Bulb Failure Warning Sensor, Heated Rear Seat
29 - 15 Amp
30 - 10 Amp
Cigarette Lighter
31 - 25 Amp
ECC, ECC Blower (Speeds 1-3)
32 - 10 Amp
Audio System, Remote Controlled Central Locking System
33 - 15 Amp (1993-95)
Power Seats, OBD Test Socket, Tailgate Washer/Wipe (Wagon)
15 Amp (1996)
Power Seats, Tailgate Washer/Wipe (Wagon)
34 - 25 Amp
Windshield Wiper/Washer, Horn, Headlight Washer/Wiper
35 - 10 Amp
Instrument Lights, Sun Roof, Traction Control System
36 - Not Used
37 - Circuit Breaker
Power Windows, Power Sun Roof
38 - Not Used
Drivers Power Seat
Passengers Power Seat
RELAY PANEL LOCATION

The relay panel is located at the left corner of the
instrument panel.
RELAY PANEL IDENTIFICATION

Fig. 15: Relay Panel Identification
Relay Identification
A - Control Module, Cruise Control
B - Fuel Pump Relay
C - Main Headlight Relay with Bulb Malfunction Indicator
D - Overload Relay (+X Supply)
E - Overload Relay (+15 Supply)
F - Overload Relay (+X Supply)
G - Fog Lamp Relay
H - Deadlock Setting Relay
I - Intermittent Windshield Wiper Relay
J - Intermittent Wiper Relay (Rear Tailgate - Wagon)
K - Central Lock and Delayed Inside Lighting Relay
L - Speed Warning Relay
M - Heated Rear Window and Door Mirror Relay
N - Not Used
O - Anti-Theft Alarm Relay
P - Seat Belt Reminder/Key Warning Relay
Q - Front Fog Lamp (Bridge)
R - Heated Rear Seat Relay
S - Not Used
TRANSMISSION REMOVAL & INSTALLATION - M/T
1995 Volvo 850
Manual Transmission Servicing
850
APPLICATION
TRANSMISSION APPLICATION

Vehicle Application Transmission Model
850 ....................................... M56L


Removal
1) Release steering wheel adjustment lever. Push steering
wheel as far forward and upward as possible. Lock steering wheel with
lever. Put shift lever in Neutral.
2) Remove battery, air cleaner, air intake, battery shelf and
air cleaner bracket retaining screws. Remove transmission selector
cables from bracket and levers. Tap out pin and remove selector link
plate. Disconnect back-up light switch connector.
3) Remove cable tie from engine cable harness. Remove ground
wire from gearbox. Remove circlip and clutch slave cylinder from
gearbox. Leave bellows on cylinder. Loosen nut on rear engine
mount/splash guard. Remove 5 bolts securing starter motor and gearbox.
Remove cover over high tension wiring. Lift coolant expansion tank off
bracket and allow it to hang free.
4) Remove bolt securing torque arm to engine. Disconnect
ground lead next to torque arm. Using 2 bolts from torque arm, install
Lifting Lug (999 5459) to valve cover. Install Lifting Lug (999 5464)
to manifold heat guard. Install and adjust Lifting Yoke (999 5428) to
lifting lugs.
5) Install Supports (999 5033) on fenders. Install Lifting
Beam (999 5006) on supports. Install lifting beam directly above lugs
on lifting yoke. Install Lifting Hook (999 5460). Lift hook about .20"
(5 mm) to relieve weight on engine mountings. Measure and record
height of lifting hook above engine.
6) Remove front wheels. Remove ABS sensor from left outboard
shaft. DO NOT disconnect ABS electrical connector. Disconnect left and
right brake lines and ABS cable brackets. Unhook brackets and allow
them to hang free. Remove front plastic nuts from left fender liner
and any Torx screws. Remove left hub center nut. Remove hub center nut
locking clip. Remove hub center nut.
7) Remove front splash guard bolts. Push guard forward so
locating pins on back come loose. Disconnect front of splash guard and
remove. Remove splash guard under engine. Remove ball joint-to-link
arm nuts on both sides. Disconnect link arms from ball joints.
Disconnect and remove link arms from anti-roll bar.
from body. Disconnect exhaust gas tie behind 3-way catalytic
converter. Remove bolts holding pipe brackets to steering gear in
subframe. Remove 2 bolts holding steady-bar bracket to gearbox.
9) Remove bolts from front engine mounting subframe. Loosen
bolts securing steering gear to engine mounting about one turn. Remove
nuts holding steering gear to subframe. Disconnect subframe from
vehicle by positioning Jack (998 5972-0) under left side of subframe.
Tighten jack up gently against subframe. Remove bolts on both sides of
subframe brackets. Loosen 2 right subframe-to-body bolts.
10) Lower subframe while ensuring steering gear bolts DO NOT
hang up. Ensure MacPherson strut disengages from right axle shaft
bellows. Remove jack and allow subframe to hang free on right side.
Hang steering gear on left side using Hook (999 5045) in hole in frame
member flange. Ensure lower steering wheel shaft section does not slip
out of steering column.
engine mount. Remove engine mount. Disconnect HO2S cable terminals
from cover. Disconnect speedometer connector and cable. Remove rear
engine mount cover and rear mounting from gearbox.
12) Remove left axle shaft by twisting and pulling out
MacPherson strut. Tap axle shaft end with plastic mallet and pull
shaft from hub. Using Lever (999 5462), remove axle shaft from
gearbox. Use care not to damage axle shaft seal or bellows. Install
Plug (999 5488) to seal hole. Clean metal glue off hub axle shaft
splines.
13) Use lifting hook and lower engine and gearbox until about
5" (130 mm) of hook thread is clear. DO NOT lower engine too much, as
exhaust pipe may press on steering gear. Ensure no wiring or hoses are
pinched or stretched, and that dipstick clears fan.
14) Install Universal Tool (999 5972) and Gearbox Fixture
(999 5463) to jack. Attach gearbox fixture to gearbox using bolts from
steady-bar bracket. At same time, position Support Plate (5463-2) on
fixture. Raise engine. Remove remaining bolts securing gearbox to
engine. Pull gearbox straight out from engine without any breaks in
clutch plate center.
Installation
1) Ensure mating flanges on gearbox and engine are clean and
engine locating sleeves are in place. Install gearbox to engine using
jack and gearbox fixture. Ensure gearbox lines up straight with engine
without any breaks in clutch plate center. Install 7 engine-to-gearbox
bolts and tighten in rotation to 37 ft. lbs. (50 N.m). Remove gearbox
fixture and jack from gearbox.
2) Raise Lifting Hook (999 5460) to level previously recorded
in step 5) under REMOVAL. Ensure no cables, wiring, or hoses are
pinched or trapped. Install 3 rear engine mount-to-gearbox bolts.
Tighten 2 rear bolts to 37 ft. lbs. (50 N.m). Remove front bolt.
Engage cover with engine mount and tighten bolt to 37 ft. lbs. (50 N.
m).
3) Install engine mounting locating pin in cover and install,
but DO NOT tighten, NEW nut. Install, but DO NOT tighten, engine
mounting steering gear bolt. Disconnect support hook. Install HO2S
cable and clips in cover. Install speedometer connector and cable.
4) Start with left side and raise subframe. Install 4 NEW
bolts with greased threads. Install bolts to subframe and support
plate. Tighten frame bolts to 77 ft. lbs. (105 N.m), then tighten
another 120 degrees. Move jack to right side, remove existing bolts,
and repeat procedure.
5) Remove lifting hook, lifting beam, hooks, supports and
lifting lug. Remove lifting lug on rear of engine. Tighten manifold
heat guard bolts. Install rear engine mounting splash guard nuts and
tighten to 37 ft. lbs. (50 N.m). Install 5 NEW steering gear nuts and
tighten to 37 ft. lbs. (50 N.m).
6) Install NEW steady bar bracket-to-gearbox bolts and
tighten to 13 ft. lbs. (18 N.m), plus an additional 90 degrees
(earlier version), or tighten to 26 ft. lbs. (35 N.m), plus an
additional 60 degrees (later version). Install bolts holding pipe
brackets to steering gear and tighten to 18 ft. lbs. (25 N.m). Tighten
exhaust clamp.
7) Use care not to damage drive shaft seal or bellows and
install right axle shaft to gear box. Install bearing cap and tighten
to 18 ft. lbs. (25 N.m). Ensure ABS sensor gear well area is free of
dirt and install left axle shaft. Push in axle shaft so it engages
with differential. Ensure axle shaft circlip snaps into place. Use
care not to damage axle shaft seal or bellows.
8) Apply Metal Glue (1161370-0) to axle shaft splines. Use a
socket wrench to hold suspension arm down and twist MacPherson strut
clear and insert axle shaft in hub. Oil nut threads and flange and
hand-tighten NEW axle shaft nut.
9) Ensure ball joint seating in suspension arm is clean and
free of grease. Tighten inside and outside nuts to 13 ft. lbs. (18 N.
m), plus an additional 120 degrees. Apply Rustproofing Material
(1161432-8) to area between ball joint, suspension arm and nuts. Use
NEW nuts and install link arm to anti-roll bar. Tighten nuts to 37 ft.
lbs. (50 N.m).
10) Tighten left hub center nut to 89 ft. lbs. (120 N.m),
plus an additional 60 degrees. Use a chisel and tap locking flange
onto axle shaft slot. Install brake lines and ABS cable brackets on
both sides.
NOTE: Ensure ABS sensor seat is perfectly clean.
11) Install ABS sensor on wheel spindle and tighten to 7 ft.

lbs. (10 N.m). Install plastic nuts and Torx screws to inner shield on
left side. Install cable pipe on subframe, charcoal canister, and
subframe under engine.
12) Install cover under engine and push it toward front of
vehicle. Push up at back so cover locating pins fall in place. Install
bolts. Install wheels. Ensure brake disc pad contact surfaces are
clean. Grease hub center locating pin in front of pad using
Rustproofing Agent (1161038-3). Install bolts and tighten in pairs to
81 ft. lbs. (110 N.m).
13) Install 5 gearbox-to-engine and gearbox-to-starter bolts.
Tighten gearbox-to-engine bolts to 37 ft. lbs. (50 N.m). Tighten
gearbox-to-starter bolts to 30 ft. lbs. (40 N.m). Install clutch slave
cylinder and clip. Without moving fork, remove temporary strap from
throw-out bearing fork. Install ground wire and lead tie. Install
back-up light switch connector. Install shift lever link plate and
locking pin. Install selector cables in brackets.
NOTE: Outside bracket and selector cables have Yellow markings.
14) Lubricate selector levers with Grease (1161241-3).

Install selector cables to levers. Install 2 washers and clips.
Install high tension wire cover, expansion tank, air cleaner-to-
bracket bolts, spark plug cover, battery shelf, air cleaner and
battery.

ABS Sensor Bolt ................................... 7 (10)

Bearing Cap Bolts ................................ 18 (25)
Engine Mount-To-Gearbox Bolts .................... 37 (50)
Engine-To-Gearbox Bolts .......................... 37 (50)
Gearbox-To-Engine Bolts .......................... 37 (50)
Gearbox-To-Starter Bolt .......................... 30 (40)
Hub Center Nut .............................. ( 1) 89 (120)
Knee Guard Bolts ................................. 15 (20)
Link Arm-To-Anti-Roll Bar Nuts ................... 37 (50)
Lug Nuts ........................................ 81 (110)
Pipe Brackets-To-Steering Gear Bolts ............. 18 (25)
Rear Splash Guard Nuts ........................... 37 (50)
Steady Bar Bracket-To-Gearbox Bolts
Early Version .............................. ( 2) 13 (18)
Later Version .............................. ( 3) 26 (35)
Steering Gear Nuts ............................... 37 (50)
Subframe & Support Plate Bolts .............. ( 4) 77 (105)
Suspension Arm-To-Ball Joint Nuts ............ ( 5) 13 (18)

(2) - Tighten bolts another 90 degrees (early version).
(3) - Tighten bolts another 60 degrees (late version).
(4) - Tighten bolts another 120 degrees.
(5) - Tighten nuts an additional 120 degrees.

TRANSMISSION SERVICING - M/T
1995 Volvo 850
Manual Transmission Servicing
850
MODEL IDENTIFICATION
MANUAL TRANSMISSION APPLICATIONS

850 ............................. M56L (5-Speed)

LUBRICATION
SERVICE INTERVALS
Check fluid every 7500 miles.
CHECKING FLUID LEVEL

Fluid level should be at bottom of fill hole. Use socket to
remove plug. Clean strainer and magnet with solvent. Replace filter
and tighten plug
RECOMMENDED FLUID
Use Type "F" ATF or Volvo Synthetic Oil (11614237).
FLUID CAPACITIES
TRANSMISSION REFILL CAPACITIES

Application Qts. (L)
M56L ................................. 2.2 (2.1)

ADJUSTMENTS
LINKAGE
No external linkage adjustment is required.
J - PIN VOLTAGE CHARTS - TURBO
1995 Volvo 850

Volvo - Pin Voltage Charts
850 - Turbo

NOTE: Unless stated otherwise in testing procedures, perform all
voltage tests using a Digital Volt-Ohmmeter (DVOM) with a
minimum 10-megohm input impedance. Voltage readings may vary
slightly due to battery condition or charging rate.
INTRODUCTION
Pin voltage charts are supplied to reduce diagnostic time.
Checking pin voltages at Powertrain Control Module (PCM) determines
whether it is receiving and transmitting proper input and output
signals. Charts may also help determine if PCM wiring harness is
shorted or open.
TESTING
To read values requires the use of a OBD-II scan tester,
DVOM, Breakout Box (981-3190) and Adapter (951-1351). Manufacturer
does not recommend checking values directly at PCM connectors, as
damage to wiring harness or PCM harness connector could occur. Unless
otherwise specified, values specified in table are with ignition on
and engine at normal operating temperature. Unless otherwise
specified, use terminal A42 for ground if testing PCM "A" connector or
terminal B28 for ground if testing PCM "B" connector. See POWERTRAIN
CONTROL MODULE (PCM) PIN VALUES table.
POWERTRAIN CONTROL MODULE (PCM) PIN VALUES

POWERTRAIN CONTROL MODULE (PCM) PIN VALUES TABLE

PCM Circuit Voltage
Terminal (Condition)
(1)

A1

A2 Front Knock Sensor (Ignition On) Zero

A3 Mass Airflow Sensor Power Ground (Ignition On) Zero

A4 Mass Airflow Sensor Signal (Ignition On) Zero

Mass Airflow Sensor Signal (Engine Idling) 1

A5 Mass Airflow Sensor Signal Ground (Ignition On) Zero

A6 RPM Sensor Signal Ground (Ignition On) Zero

A7 Low Speed Cooling Fan (Fan Off) Battery

Low Speed Cooling Fan (Fan On) Less
Than

0.3

A8

A9 Injector No. 5 (Ignition On) Battery

Injector No. 5 (Engine Idling) (2)



A11 Idle Air Control Valve Opening Signal (Ignition On) (3)
IAC Valve Opening Signal (Engine Idling) (4)

A12 Power Supply (Ignition On) Battery

A13 Power Ground (Ignition On) Zero

A14 Front Oxygen Sensor Heating Signal (Ignition On) Battery

A15 Throttle Position Sensor Power (Ignition On) 4.8

A16 Throttle Position Sensor Signal 0.5
(Ignition On & Closed Throttle)

Throttle Position Sensor Signal 4.2
(Ignition On & Wide Open Throttle)

A17 Front & Rear Knock Sensor Negative Signal Zero
(Ignition On)

A18 Sensor Ground Signal (Ignition On) Zero

A19 Rear Heated Oxygen Sensor (Ignition On) 0.7

A20 RPM Sensor Signal (Ignition On) Zero

RPM Sensor Signal (Engine Idling) (5) 1.5

A21 Crankshaft Position Sensor Signal (Ignition On) Zero
Or 5

A22 High Speed Cooling Fan (Fan Off) Battery

High Speed Cooling Fan (Fan On) Less
Than
0.3





A25 Idle Air Control Valve Closing Signal (Ignition On) (6)
IAC Valve Closing Signal (Engine Idling) (7)

A26 Power Supply From Battery (Ignition On) Battery

A27 Power Supply From Main Relay (Ignition On) Battery

A28 PCM Power Ground (Ignition On) Zero

A29 Rear Heated Oxygen Sensor Control Signal Battery
(Ignition On)

A30 Rear Knock Sensor Positive Signal (Ignition On) Zero

A31 Engine Coolant Temperature Sensor Signal (8)
(Ignition On)

A32 Front Heated Oxygen Sensor Positive Signal (9) 1.1
(Ignition On) -1.2

Front Heated Oxygen Sensor Positive Signal 0-0.9
(Engine Idling) (Fluc
tuates)

A33 Front Heated Oxygen Sensor Negative Signal 0.7
(Ignition On)

A34 Rear Heated Oxygen Sensor Positive Signal (9)
(Ignition On) Zero

A35 EGR Temperature Sensor Signal (Ignition On) (10)

A36 Crankshaft Position Sensor Power Supply 1 Volt
(Ignition On) <
Battery

A37



A39 EVAP Valve Control Signal (Ignition On) Battery

EVAP Valve Control Signal (Engine Idling) (11)

A40 EGR Vacuum Controller (Ignition On) Battery

A41 Main Relay Control Signal (Ignition On) 0.2

A42 PCM Signal Ground (Ignition On) (12)
Zero

B1 Acceleration Sensor Power Supply (Ignition On) 5

B2 Torque Reduction Signal From Transmission Control 1-2
Module (Ignition On) Volts <
Battery

B3 Torque Reduction Signal From Transmission Control 1-2
Module (Ignition On) < Volts
Battery

B4 Torque Reduction Signal To Transmission Control 2 Volts
Module (Ignition On) <
Battery

B5 Diagnostic Test Lead (Ignition On) 1 Volt
<

Battery

B6 A/C Compressor Status Signal (Ignition On) Zero

B7 Malfunction Indicator Light Control Signal (MIL On) 0.8

MIL Control Signal (MIL Off) Battery

B8

B9 A/C Pressure Sensor Signal (Ignition On) 0.9

B10

B11 Power Stage Control Signal (Ignition On) 0.11

B12 Load Signal To Transmission Control Module 0.8
(Ignition On)

B13-B17

B18 Vehicle Speed Sensor Signal 0.5 Or
(Ignition On & Drive Wheel Turning) Battery
(Fluc
tuates)

B19

B20 Throttle Position Sensor Signal 0.5


B21 Tachometer Signal (Ignition On) 0.8

B22

B23 Engine Coolant Temperature Sensor Signal (13)

B24 PNP Idle Compensation Signal 1 Volt
(Ignition On, In Park Or Neutral) <
Battery
PNP Idle Compensation Signal 0.2
(Ignition On, Except In Park Or Neutral)

B25 A/C Relay Status Signal (Ignition On) Zero

B26 MIL Operation Request Signal (Ignition On) 0-1

B27 Fuel Pump Control Signal (Ignition On) 1

B28 Sensor Signal Ground (Ignition On) Zero

B29 A/C Pressure Sensor Power Supply (Ignition On) 5

B30

B31

B32 Acceleration Sensor Signal (Ignition On) 2.5

B33-B35

B36 Diagnostic Test Lead (Ignition On) 1-2
Volts
<
Battery

B37

B38

B39 Fuel Consumption Signal (Ignition On) 0.2

B40 A/C Relay Control Signal (Ignition On) 9

B41 Turbo Control Valve Signal (Ignition On) (14)
Battery

B42 Boost Pressure Limitation Signal (Ignition On) 1.2
Volts
<
Battery

Boost Pressure Limitation Signal (Engine Idling) 0.3

B43

(1) - Check pin value between specified terminal and PCM terminal
A42 (ground) if testing PCM "A" connector, or terminal B28
(ground) if testing PCM "B" connector.
(2) - Injector "On" time is 2.2-3.6 milliseconds. "On" time
increases with engine speed and load.
(3) - 26 percent duty cycle. Duty cycle increases with engine load.
(4) - Specification is 21-32 percent duty cycle. Duty cycle
(5) - A/C voltage.
(6) - Specification is 74 percent duty cycle.
(7) - Specification is 68-77 percent duty cycle. Duty cycle
(8) - Voltage is 1.6 volts with sensor temperature at 68 F (20 C)
or 0.15 volt with sensor temperature at 212 F (100 C).
(9) - Measured with negative lead connected to terminal A42.
(10) - Voltage is 4 volts with sensor temperature at 68 F (20 C) or
1.2 volts with sensor temperature at 212 F (100 C).
(11) - Zero-33 percent duty cycle.
(12) - Measured with negative lead connected to negative battery
terminal.
(13) - Specification is measured in Hertz (Hz). Specification is 40
Hz with sensor temperature at 68 F (20 C) or 21.2 Hz with
sensor temperature at 212 F (100 C).
(14) - Voltage decreases as pulsing of valve increases.

J - PIN VOLTAGE CHARTS
1995 Volvo 850

Volvo - Pin Voltage Charts
850

NOTE: Unless stated otherwise in testing procedures, perform all
voltage tests using a Digital Volt-Ohmmeter (DVOM) with a
minimum 10-megohm input impedance. Voltage readings may vary
slightly due to battery condition or charging rate.
INTRODUCTION
Pin voltage charts are supplied to reduce diagnostic time.
Checking pin voltages at Electronic Control Unit (ECU) determines
whether it is receiving and transmitting proper input and output
signals. Charts may also help determine if ECU wiring harness is
shorted or open.
TESTING
To read values requires the use of a scan tester, DVOM,
Breakout Box (981-3190) and Adapter (981-3195). DO NOT measure
resistance/voltage at ECU. Manufacturer does not recommend checking
values directly at ECU connectors, as damage to wiring harness or ECU
harness connector could occur. Unless otherwise specified, values
specified in table are with ignition on and engine at normal operating
temperature. Values are measured between ground terminal A20 and
specified ECU terminal. See ECU PIN VALUES - FUEL INJECTION table or
ECU PIN VALUES TABLE - IGNITION.
ECU PIN VALUES - FUEL INJECTION

ECU PIN VALUES TABLE - FUEL INJECTION

ECU Circuit Voltage
(1)

A1 Throttle Position Sensor Signal 0.5


A2 Throttle Position Sensor Power Supply (Ignition On) 5

A3-A7

A8 Mass Airflow Sensor Power Ground (Ignition On) Zero

A9 Injectors Control Signal (Ignition On) Zero

Injectors Control Signal (Engine Idling) (2)


A11

A12 Mass Airflow Sensor Signal Ground (Ignition On) Zero

A13 Mass Airflow Sensor Signal (Ignition On) 2.8

Mass Airflow Sensor Signal (Engine Idling) 3.6

A14 Sensor Ground (Ignition On) Zero

A15 Engine Coolant Temperature Sensor (Ignition On) (3)

A16 Idle Air Control Valve Opening Signal (Ignition On) (4)

IAC Valve Opening Signal (Engine Idling) 11-11.5

A17 Idle Air Control Valve Closing Signal (Ignition On) (5)

IAC Valve Closing Signal (Engine Idling) (6)

A18

A19 Power Supply From Main Relay (Ignition On) Battery

A20 Signal Ground (Always) (7)

A21

A22 Heated Oxygen Sensor Signal (Ignition On) 0.45

Heated Oxygen Sensor Signal (Engine Idling) 0.1-0.9
(Fluct
-uates)

A23 Heated Oxygen Sensor Ground (Always) Zero

A24 Main Relay Control Signal (Ignition On) 1

A25 A/C Compressor (Ignition On) Zero

A/C Compressor (Engine Idling) (8)

A26

A27 Air Injection Control Solenoid Signal Zero
(Solenoid Activated)

Air Injection Control Solenoid Signal Battery
(Solenoid Deactivated)

A28 Heated Oxygen Sensor Preheater (Ignition On) Battery

Heated Oxygen Sensor Preheater (Engine Idling) 0.5

A29 System Ground (Always) Zero

A30 Power Supply From Ignition Switch (Ignition On) Battery

B1-B4

B5 Data Link Connector Test Lead (Ignition On) Battery

B6

B7 Malfunction Indicator Light (MIL) Control Signal 0.5
(MIL On)

Malfunction Indicator Light (MIL) Control Signal Battery
(MIL Off)

B8-B11

B12 Load Signal (Ignition On) Zero

Load Signal (Engine Idling) (9)

B13-B17

B18 Vehicle Speed Sensor Signal 0.6-7
(Ignition On & Drive Wheel Turning)

B19



B21 Tachometer Signal (Ignition On) Zero

Tachometer Signal (Engine Idling) 4-7

B22 Air Injection Pump Relay Signal (Relay On) Zero

Air Injection Pump Relay Signal (Relay Off) Battery

B23 Engine Coolant Temperature Signal (Ignition On) 6

B24 PNP Idle Compensation Signal 5
(Ignition On, In Park Or Neutral)

PNP Idle Compensation Signal 0.1
(Ignition On, Except In Park Or Neutral)

B25

B26 Idling Compensation Signal (Ignition On) 11

B27 Fuel Pump Relay Control Signal (Ignition On) 7.5

Fuel Pump Relay Control Signal (Engine Idling) 4.5

B28

B29 Fuel Consumption Signal 0.8
(Ignition On, Models With Trip Computer)

Fuel Consumption Signal Zero
(Ignition On, Models Without Trip Computer)

(1) - Check pin value between ECU ground terminal A20 and specified
ECU terminal.
(2) - Specification is 0.3 volt. Injector "On" time is 2.0-2.5
milliseconds. Voltage and "On" time increases with engine
speed and load.

(3) - Specification is 1.8 volts with sensor temperature at 68 F
(20 C) or 200 millivolts with sensor temperature at 212 F
(100 C). Voltage decreases as temperature increases.
(4) - Specification is 2.2 volts on models with chassis No. 30699
or less, or 3.4 volts on models with chassis No. 30700 or
greater and all 5-door models.
(5) - Specification is 12 volts on models with chassis No. 30699
greater.
(6) - Specification is 7.5 volts on models with chassis No. 30699
greater.
terminal.
(8) - Zero voltage with A/C off. Battery voltage with A/C on.
(9) - Frequency is 34 Hz. Duty cycle is 99.8 percent. Frequency
increases and duty cycle percentage decreases with engine
speed.

ECU PIN VALUES - IGNITION

ECU PIN VALUES TABLE - IGNITION

ECU Circuit Voltage
(1)

A1 RPM Sensor Signal (Ignition On) Zero

RPM Sensor Signal (Engine Idling) 1.2 AC
Volts

A2 RPM Sensor Ground (Ignition On) Zero

A3

A4 Camshaft Position Sensor Signal (Ignition On) (2) 5
Or Zero

A5 EGR Temperature Sensor Signal (Ignition On) (3)

A6-A9


A11-A13

A14 Camshaft Position Sensor Power Supply (Ignition On) Battery

A15 Camshaft Position Sensor Ground (Ignition On) Zero

A16 EGR Temperature Sensor Ground (Ignition On) Zero

A17 Low Speed Cooling Fan (Fan Off) Battery

Low Speed Cooling Fan (Fan On) Zero

A18-A19

A20 ECU Signal Ground (Ignition On) (4)
Zero

A21

A22 Front Knock Sensor Signal (Ignition On) Zero

A23 Front Knock Sensor Ground (Ignition On) Zero

A24 Rear Knock Sensor Ground (Ignition On) Zero

A25 Rear Knock Sensor Signal (Ignition On) Zero

A26 High Speed Cooling Fan (Fan Off) Battery

High Speed Cooling Fan (Fan On) Zero

A27 EGR Controller Signal (Ignition On) Battery

A28 Control Unit Cooling Fan Signal (Fan Off) Battery

Control Unit Cooling Fan Signal (Fan On) 0.8

A29 System Ground (Always) Zero

A30 Power Supply From Ignition Switch (Ignition On) Battery

B1

B2 Torque Control Signal From TCM (Ignition On) 5

B3 Torque Control Signal From TCM (Ignition On) 5

B4 Torque Control Acknowledgment Signal (Ignition On) 5

B5 Data Link Connector Test Lead (Ignition On) Battery

B6

B7 Malfunction Indicator Light (MIL) Control Signal Zero
(MIL On)

Malfunction Indicator Light (MIL) Control Signal Battery
(MIL Off)

B8 Variable Intake Manifold Solenoid Signal (5)
(Solenoid Closed)

Variable Intake Manifold Solenoid Signal (6)
(Solenoid Open)

B9-B11

B12 Load Signal (Ignition On) Zero

Load Signal (Engine Idling) (7)

B13 Power Stage Control Signal (Ignition On) 0.15

Power Stage Control Signal (Engine Idling) 0.6

B14-B17

B18 Vehicle Speed Sensor Signal 0.6-7
(Ignition On & Drive Wheel Turning)

B19



B21 Tachometer Signal (Ignition On) Zero

Tachometer Signal (Engine Idling) 4-7

B22

B23 Engine Coolant Temperature Signal (Ignition On) 6

B24

B25 A/C Acknowledgment Signal (Engine Idling & A/C Off) Zero

A/C Acknowledgment Signal (Engine Idling & A/C On) Battery

B26 Idling Compensation Signal Battery
(Engine Idling & Engine Cooling Fan Off)

B26 Idling Compensation Signal 0.7
(Engine Idling & Engine Cooling Fan On)

B27 A/C High Pressure Switch (Ignition On) Zero

B28 A/C Control Signal (Ignition On) 7-12

A/C Control Signal (Engine Idling & A/C On) Zero

A/C Control Signal (Engine Idling & A/C Off) Battery

B29 Rev Counter Signal (Ignition On) 11

Rev Counter Signal (Engine Idling) 6.5

B30

(1) - Check pin value between ECU ground terminal A20 and specified
ECU terminal.
(2) - Specification is dependent on camshaft position.
(3) - 4.6 volts with sensor temperature at 32 F (0 C) or 1.8 volts
with sensor temperature at 176 F (80 C). Voltage decreases as
temperature increases.
terminal.
(5) - Specification is battery voltage on models with chassis No.
30699 or less, or 0.5 volt on models with chassis No. 30700 or
greater and all 5-door models.
(6) - Specification is 0.5 volt on models with chassis No. 30699 or
less, or battery voltage on models with chassis No. 30700 or
greater.
(7) - Frequency is 34 Hz. Duty cycle is 99.8 percent. Frequency
increases and duty cycle percentage decreases with engine
speed.

MIRRORS - POWER
1995 Volvo 850

Volvo Power Mirrors
850

Power mirrors are standard on all vehicles. Power mirrors are
controlled by switch located on center console. See Fig. 1.
Fig. 1: Exploded View Of Power Mirror Assembly

TESTING
NOTE: Testing is not available from manufacturer.
POWER MIRROR MOTOR

Grip behind mirror glass with fingers and pull straight out.
If mirror is heated, detach contact pin. Remove 3 motor screws.
Disconnect connector and remove motor. To install, reverse removal
procedure.
Fig. 2: Removing Mirror Glass

Fig. 3: Removing Power Mirror Motor

POWER MIRROR ASSEMBLY

Remove door panel. Remove power mirror panel. Disconnect
switch wiring. Remove 3 bolts. Remove power mirror assembly.
See Fig. 4.
Fig. 4: Removing Power Mirror Assembly (Similar)

WIRING DIAGRAMS
Fig. 5: Power Mirror System Wiring Diagram (1995-96)
SEATS - POWER
1995 Volvo 850

Volvo Power Seats
850
WARNING: Vehicles are equipped with side impact air bags located in
seat backs. During front seat service, always install
Transport Safety Device (9156562-2) on seat firing
mechanism. Transport safety device is attached to inside of
seat. Never apply external force to side of seat, as air bag
could deploy.
See SERVICE PRECAUTIONS and DISABLING & ACTIVATING AIR BAG
SYSTEM, for 1995 850, see AIR BAG RESTRAINT SYSTEM,
for 1996 850, see AIR BAG RESTRAINT SYSTEM
article.

Power driver and passenger seats are available as a factory
option. Control module, located under seat, operates 4 separate
motors. Three motors are located under the seat and the fourth is
located in the back rest. See Fig. 1. Control module with memory takes
information on seat position from signals from 4 position sensors.
Sensors are potentiometers driven by worm gears on output shaft of
each motor. Power seat system includes an integral self-diagnostic
system.
Fig. 1: Locating Power Seat Components

TROUBLE SHOOTING
On 850, check circuit breakers No. 39 and 40, located in
engine compartment fuse box. Check all connectors for good terminal
contact. Check voltage supply and ground wires for continuity.
SYSTEM TESTS
1) Use Volvo Scan Tool (998-8686-3) to diagnose system.
Ensure correct power seat memory module is used in scan tool. Scan
tool must be connected to Diagnostic Link Connector (DLC). DLC is
located on center console in front of shift lever.
2) When DIAGNOSTIC TEST is selected, scan tool will display a
maximum of 8 Diagnostic Trouble Codes (DTCs) set by control module.
See POWER SEAT DIAGNOSTIC TROUBLE CODES table. If no DTCs are set, use
EXIT to return to function menu.
3) DTCs cannot be erased until all have been displayed. Press
EXIT once to return to function menu. A NOT PERMITTED message will
appear if an attempt is made to erase DTCs before all have been read.
After DTCs have been erased or if there are no DTCs, display will read
NO DTC:S FOUND. Press ENTER button to confirm. Scan tool checks with
control module memory and indicates all DTCs have been erased.
POWER SEAT DIAGNOSTIC TROUBLE CODES TABLE

DTC Diagnostic Test No.
112 .................................................... 1
121 .................................................... 1
122 .................................................... 1
123 .................................................... 3
131 .................................................... 3
132 .................................................... 3
133 .................................................... 3
143 .................................................... 4
144 .................................................... 4
211 .................................................... 1
212 .................................................... 2
214 .................................................... 4
222 .................................................... 2
223 .................................................... 2
224 .................................................... 4
312 .................................................... 2
321 .................................................... 5
322 .................................................... 5
323 .................................................... 5
411 ................................................... 10
412 ................................................... 10
413 ................................................... 10
414 ................................................... 10
421 .................................................... 7
422 .................................................... 8
423 .................................................... 9
424 .................................................... 6
DIAGNOSTIC TEST NO. 1

DTC 112 (Motor No. 1 Potentiometer, Seat Forward/Backward
Control),
DTC 121 (Motor No. 2, Back Rest Rake), DTC 122 (Motor No. 3,
Seat Rear Edge Height Adjustment), or
DTC 211 (Seat Cushion Front Edge Height Adjustment)
1) Check for connector contact resistance. Check faulty
potentiometer motor No. 1, 2, 3 or 4. See Fig. 1. Check for open in
ground wire between control module and seat motor.
2) Check for faulty control module. Check for short to
voltage in wiring to and from potentiometer and control module.

DTC 212 (Motor No. 1 Potentiometer, Seat Backward/Forward
Adjustment, Value Too Low),
DTC 222 (Motor No. 2 Potentiometer, Back Rest Rake, Value Too
Low),
DTC 223 (Motor No. 3 Potentiometer, Seat Cushion Rear Edge
Height Adjustment, Value Too Low) & DTC 312 (Potentiometer,
Motor No. 4, Seat Cushion Front Edge Height Adjustment, Value
Too Low)
1) Check for connector contact resistance. Check for loose
connector contact. Check for faulty potentiometer motor No. 1, 2, 3 or
4. See Fig. 1. Check for loose potentiometer connector. Check for open
in voltage wire between control module and potentiometer motor No. 1,
2, 3 or 4. See Fig. 1.
2) Check for open in signal wire between control module and
potentiometer motor No. 1. See Fig. 1. Check signal wire between
control module and potentiometer motor No. 1 for a short to ground.
Check for faulty control module.

DTC 123 (Motor No. 1 Running Even Though Corresponding Button
Not Operated),
Not Operated),
Not Operated) &
Is Not Being Operated)
Check for faulty control module, wires connected incorrectly,
or wires pinched or damaged. See Fig. 1.

DTC 143 (Motor No. 1 Turning In Wrong Direction),
DTC 144 (Motor No. 2 Running In Wrong Direction),
DTC 214 (Motor No. 3 Turning In Wrong Direction) & DTC 224
(Motor No. 4 Turning In Wrong Direction)
Check for poor electrical connection. Check for faulty
control module. See Fig. 1.

DTC 323 (Fault In Stored Memory Position No. 1),
DTC 322 (Fault In Stored Memory Position No. 2),
DTC 321 (Fault In Stored Memory Position No. 3)
Check for faulty control module. Check for defective wiring
and controls. See Fig. 1.

DTC 424 (Seat Control Panel Not Connected Or Connected
Incorrectly)
Check if control panel 16-pin connector is properly
connected. Check for defective control panel wiring. Check for
defective controls.

DTC 421 (Fault In Control Module)
Replace control module. See Fig. 1.

DTC 422 (Voltage Too Low For Memory Functions To Operate)
Check for fault in seat wiring. Check for internal fault in
control module. Check whether battery supply voltage is too low or was
recently too low. See Fig. 1.

DTCs 423 (Button Pressed For More Than 60 Seconds)
Check if button is stuck in the down position. Check for an
internal control fault. Check for an open or short to ground in wiring
between seat control and control module. Check for internal fault in
control module.

DTCs 411, 412, 413 & 414 (Limits Calibrated Incorrectly
Check if motors are prevented from reaching their limits.
Check motors for wrong calibration. Check for faulty control module.

NOTE: For power seat removal and installation,
see SEATS - POWER MEMORY article.
WIRING DIAGRAMS
NOTE: For power seat removal and installation,
see SEATS - POWER MEMORY article.
Fig. 2: Power Heated Seat System Wiring Diagram (1995-96 - Front)
Fig. 3: Power Heated Seat System Wiring Diagram (1995-96 - Rear)
SEATS - POWER MEMORY
1995 Volvo 850
1995 ACCESSORIES & EQUIPMENT

Volvo Memory Power Seats
850
POWER SEAT
Power seat option is available for driver’s and passenger’s
seat. Seats have a memory function and an integral diagnosis system.
Memory function has 3 memory buttons for different seat settings.
There is one control for seat cushion and one for backrest. Seat
control module, which is located under seat, controls 4 motors. Three
motors are under the seat and one is in the backrest. Memory-type
control module takes seat position information from 4 position
sensors.
Control module contains 9 relays: 2 for each motor and one
main on/off relay. Motor No. 1 controls fore and aft movement of the
seat. Motor No. 2 controls backrest angle, motor No. 3 controls seat
cushion height at the rear, and motor No. 4 controls seat cushion
height at the front.
If system detects a broken, shorted, or grounded wire, motors
can then only be operated without their memory function. If system
detects a broken, shorted, or grounded motor wire, that motor is
disabled. Other motors can only be operated without their memory
function.
If a control button is pressed for more than 30 seconds, a
timer circuit cuts off power supply to motors by disabling main relay.
Seat positions are held in an EEPROM which retains information
indefinitely in case of power failure.
SYSTEM TESTS
DIAGNOSTIC SYSTEM
Description
Vehicle is equipped with 2 diagnostic units. Both units ("A"
and "B") are located in engine compartment behind right headlight. See
Fig. 1.
Fig. 1: Locating Diagnostic Units

NOTE: Manufacturer recommends using Volvo Diagnostic Key (998

8670) for diagnosis and especially for calibration. Manual
calibration requires 90 key presses and acknowledgments.
Test Mode No. 1

This test mode is used for reading stored faults. Control
module can sense 19 different faults, but only retains a record of the
last 2. After any repair, it is important to clear codes, activate the
seat, and determine whether there are any other faults.
Test Mode No. 4

This test mode is used for calibrating the system and
changing transmission rate. Power seat requires recalibration if any
of the following components has been replaced: control module, drive
gear, any motor, position potentiometer, wire, or side rail.
SELF-DIAGNOSIS
Test Mode No. 1 (Accessing Codes)
1) Power seat diagnostic system is operated via diagnostic
unit "B", socket No. 6, using button and test lead from diagnostic
unit "A". To access diagnostic system, connect test lead from
diagnostic unit "A" to socket No. 6 on diagnostic unit "B".
See Fig. 1. Press any button on seat controls for seat to be
diagnosed.
2) Hold button down when turning on ignition, and keep
holding it down for about one second longer. Ignition must have been
off for at least 5 seconds before beginning diagnosis. Press button
once to select test mode No. 1 and read codes. See POWER SEAT
DIAGNOSTIC TROUBLE CODES table.
POWER SEAT DIAGNOSTIC TROUBLE CODES TABLE

Trouble Possible Fault
Code

1-1-1 No Faults Present

1-1-2 Signal Position Sensor Motor No. 1




1-2-3 Motor No. 1 Functions Although Equivalent
Button Not Activated

Button Not Ac tivated

Button Not Activated

Button Not Ac tivated

3-2-3 Fault In Stored Memory Position No. 1



3-3-1 (1) Wire Disconnected, Motor No. 1




1-4-3 Motor No. 1 Turns In Wrong Direction




4-1-4 Faulty End Position Calibration

(1) - These codes may also occur if a motor is prevented
from reaching its end position. This could occur if
the backrest is stopped by the back seat before it
reaches its backward tilt limit. Clear codes and
test run motor to see whether code reoccurs.

Test Mode No. 4 (Setting Transmission Rate & Calibration)

1) Test mode No. 4 is used to calibrate seat end positions
and change transmission rates. To access diagnostic system, connect
test lead from diagnostic unit "A" to socket No. 6 on diagnostic unit
"B". See Fig. 1. Press any button on seat controls for seat to be
calibrated. Hold button down when turning on ignition and keep holding
it down for about one second longer. Ignition must have been off for
at least 5 seconds before this is done. Diagnostic system must now be
activated within 30 seconds.
2) Press button 4 times to select test mode No. 4. Control
module exits from test mode after about one minute if there is no
activity between it and diagnostic unit. Control module will also exit
from test mode when ignition is switched off for at least 5 seconds.
During diagnosis, seat cannot be operated with positioning buttons or
memory buttons. To change seat calibration, go to next step. To change
transmission rate, enter input codes. See TRANSMISSION RATE INPUT
CODES table.
TRANSMISSION RATE INPUT CODES TABLE

Code Transmission Rate
3-1-1 ....................................... Normal Speed

3-1-2 ........................................... X2 Speed
3-1-3 .......................................... X10 Speed
3) Calibrating seat end positions is the process of teaching

seat the potentiometer output signals that correspond to seat end
positions. Seat calibration is necessary after replacement of control
module, motor, position sensor, wires, side rails, or drive gear.
4) Before calibration can begin, relevant components must be
operated to their respective end positions by repeatedly pressing the
control buttons. This is to ensure the potentiometers are within their
working range.
5) To calibrate seat end positions, go to test mode No. 1.
See TEST MODE NO. 1 (ACCESSING CODES). Access any codes present. Erase
all stored codes. See ERASING CODES. Go to test mode No. 4. See TEST
MODE NO. 4 (SETTING TRANSMISSION RATE & CALIBRATION). Enter Code 4-2-
3. Wait for confirmation code (code 4-2-3 flashed from LED). Enter
Code 4-4-1 and wait for confirmation code.
6) Enter codes for calibrating end positions of various
motors, in order. See CALIBRATION CODES ORDER OF ENTRY table. When a
calibration code has been entered, seat moves to an end position, and
a confirmation code flashes (same code as was entered). Test mode No.
4 must be selected every time a code is entered.
7) To ensure control module stores end positions, enter Code
4-4-4 in test mode No. 4. If calibration has been successful, enter
Code 1-1-1. Test seat. Return to test mode No. 1 and check for codes.
CALIBRATION CODES ORDER OF ENTRY TABLE

Code Specification

4-2-3 Enables Calibration

4-4-1 Set Seat Type To Model 800

4-2-1 Seat To Forward Limit, Front Of Seat Cushion
To Upper Limit (Motors No. 1 & 4 On)

4-3-2 Backrest Tilts Back To Limit, Rear Of Seat
Cushion To Lower Limit (Motors No. 2 & 3 On)

4-2-2 Backrest Tilts Forward To Limit, Rear Of Seat
Cushion To Upper Limit (Motors No. 2 & 3 On)

4-3-1 Seat To Rearward Limit, Front Of Seat Cushion
To Lower Limit (Motors No. 1 & 4 On)

4-4-4 Store Calibration

ERASING CODES
1) All codes must be displayed at least once before they can
be erased. To erase codes, press and hold diagnostic button for at
least 5 seconds. Three seconds after button is released, LED should
illuminate. Press and hold diagnostic button for a minimum of 5
seconds more.
2) When button is released, LED should go out. Ensure codes
have been erased by pressing diagnostic button once. If the display
shows 1-1-1, codes have been erased.
DIAGNOSTIC UNIT VOLTAGE & GROUND TEST

Disconnect 16-pin Yellow connector at seat control module.
Connect Diagnostic Unit (981 3190) and Adapter (981 3194) to seat
control module. Reconnect 16-pin Yellow connector. See Figs. 2 and 3.
Check voltage and ground output at diagnostic unit terminals. See
DIAGNOSTIC UNIT VOLTAGE & GROUND PIN CHECK table.
Fig. 2: Connecting Diagnostic Unit & Adapter To Seat Control Module
Fig. 3: Identifying Control Module Connectors
DIAGNOSTIC UNIT VOLTAGE & GROUND PIN CHECK TABLE

Pin No. Diagnosis
(Normal Output)

31 Press Memory Button No. 2;
(Battery Voltage) Voltage Should Approach Zero Volts


33 Press Programming Button;

34 & 35 Not Used

36 & 37 (Ground)

38 Run Seat Fully Forward;

39 Run Seat Fully Back;

40 Run Backrest Fully Forward;

41 Run Backrest Fully Back;

42 Raise Rear Edge Of Seat;

43 Lower Rear Edge Of Seat;

44 Raise Front Edge Of Seat;

45 Lower Front Edge Of Seat;


SEAT
1) Disconnect negative battery cable. Remove backrest. Raise
forward end of side compartment, then push side compartment rearward.
Remove side compartment. Remove seat belt and panels over slide rails.
2) Remove 4 slide rail bolts. See Fig. 4. Disconnect control
module and heating element electrical connectors. Lift seat straight
up and remove. To install, reverse removal procedure. To avoid
misaligning seat, tighten rear inner bolt first, then front 2 bolts,
and finally rear outer bolt. Tighten seat bolts to 30 ft. lbs. (40 N.
m).
Fig. 4: Removing Seat
SEAT CONTROL MODULE

Disconnect negative battery cable. Disconnect Yellow
connector from under-seat control module. Remove side compartment from
seat by raising front end and pushing back. Remove 3 screws at rear of
side compartment. See Fig. 5. Remove seat control module. To install,
reverse removal procedure.
Fig. 5: Removing Side Compartment

WIRING DIAGRAM
Fig. 6: Memory Power Seat System Wiring Diagram (1995-96)
STEERING SYSTEM - POWER RACK & PINION
1995 Volvo 850
1995-96 STEERING
Volvo - Power Rack & Pinion
850
DESCRIPTION
Vehicles are equipped with an integral housing steering rack
that is sealed and must be replaced if defective. See Fig. 1.
Fig. 1: View Of Steering System

LUBRICATION
CAPACITY
Fluid capacity is .75 qt. (.7L).
FLUID TYPE
Power steering system uses Automatic Transmission Fluid
(ATF).
FLUID LEVEL CHECK

Check fluid level when fluid is cold with engine off. To
check and fill, remove fluid level gauge from reservoir and check
fluid level. Fluid level should be between MIN and MAX marks on gauge
dipstick. Add fluid through dipstick opening as needed, and recheck
fluid level. DO NOT overfill.
HYDRAULIC SYSTEM BLEEDING

1) Fill reservoir with fluid. Start engine and let idle. Add
fluid as level drops. Turn steering wheel from lock to lock in a slow,
even motion to allow pump to operate at low pressure.
2) Continue turning steering wheel until fluid in reservoir
is free of air bubbles. Ensure fluid is at level mark. Install
reservoir cap.
ADJUSTMENTS
POWER STEERING PUMP PRESSURE

NOTE: Specification is not available at time of publication.
POWER STEERING PUMP BELT

BELT ADJUSTMENT SPECIFICATIONS TABLE

Application (1) Deflection - In. (mm)
Power Steering Belt ......................... .2-.4 (5-10)
(1) - Deflection is measured with moderate thumb pressure

applied midway on longest belt run.
TESTING
HYDRAULIC SYSTEM PRESSURE TEST

1) Connect pressure gauge between steering pump and steering
gear. See Fig. 2. Ensure gauge can be seen from driving position.
Ensure reservoir is full. Start engine.
Fig. 2: Installing Pressure Gauge
2) Turn steering wheel to full left and hold for less than 10

seconds, then turn steering wheel to full right and hold for less than
10 seconds. Pressure should be 1081-1181 psi (76-83 kg/cm ).
STEERING WHEEL TURNING FORCE

1) Raise front wheels off ground. Connect pressure gauge
between steering pump and steering gear. See Fig. 2. Ensure gauge can
be seen from driving position. Ensure reservoir is full.
2) Remove air bag module from steering wheel. See STEERING
WHEEL & AIR BAG MODULE under REMOVAL & INSTALLATION in STEERING COLUMN
article. Place torque wrench on steering wheel nut.

3) With engine at idle, turn steering wheel slowly to right.
Read torque when pressure reaches 156 psi (10.9 kg/cm ).
4) Turn wheel to left. Torque should be 31-40 INCH lbs. (3.5-
4.5 N.m) as gear approaches specified pressure. Turn steering wheel to
right and read torque. Difference between both sides must not exceed
4.4 INCH lbs. (.5 N.m). If difference exceeds specification, repair or
replace steering gear.
NOTE: For remaining steering gear adjustments, see OVERHAUL.

POWER STEERING PUMP
Removal
Remove pump bracket-to-pump retaining bolts. Place a drain
pan below pump. Disconnect hydraulic connections at pump. Remove pump.
Installation
To install, reverse removal procedure. Fill and bleed system.
Check for leaks.
POWER RACK & PINION

Removal
1) Raise and support front of vehicle. Install Support Rails
(5033), Bracket (5006), and Lifting Hook (5115). Lift engine slightly
to release pressure on engine mounts. Remove front wheels. Using
Puller (5259), remove ends of tie rods from tie rods. For reassembly
reference, measure length of tie rod on one side in relation to
steering gear housing. See Fig. 3.
Fig. 3: Measuring Tie Rod Length

2) Remove splash guard under engine. Remove hydraulic fluid

line brackets and clamps at front and rear edges. Remove 5 nuts
holding steering gear to subframe.
3) Position jack under rear crossmember. Remove bolts holding
subframe brackets to body, along with washers and brackets. Loosen
front subframe bolts approximately 15-20 mm. Place a spacer between
frame and body at rear edge so frame does not spring up, and lower
subframe at rear edge.
4) Position an oil container under steering gear. Disconnect
hydraulic fluid pipes from steering gear. Remove steering column joint
bolt. Press joint up from steering gear. Remove steering gear-to-rear
engine pad bolt. Remove steering gear to right of vehicle.
Installation
1) Transfer heat shield and center attachment mount from old
unit. Do not tighten mount bolts at this time. Install protective
plugs in hydraulic pipe connections. Check to ensure tie rod is in
same position as when removed.
2) Install steering gear from right side of vehicle. Hang
steering gear in rear engine pad. Raise steering gear on right side so
it hangs straight in relation to frame. Tighten engine pad bolt to
specification. See TORQUE SPECIFICATIONS. Using NEW "O" rings, loosely
install hydraulic fluid pipes in steering gear. Loosely install
hydraulic fluid pipe front bracket. Align pipes in relation to
bracket. Tighten pipes in steering gear.
3) Install steering gear into steering shaft joint. Torque
steering shaft joint bolt to specification. See TORQUE SPECIFICATIONS.
Install bolt lock clip. Using a jack, press subframe up at rear edge
while aligning steering gear. Loosely install NEW bolts on subframe.
Move jack to front edge of frame. Replace, but do not tighten, front
frame bolts. Tighten left subframe bolts first, then tighten right
subframe bolts. Tighten bracket bolts on both sides. See
TORQUE SPECIFICATIONS.
4) Using NEW nuts, tighten steering gear. Tighten steering
gear center mount bolt. See TORQUE SPECIFICATIONS. Install and tighten
hydraulic fluid line brackets and clamps at front and rear edges.
5) Using NEW nuts, install tie rods on control arms. Install
engine splash guard. Install wheels, ensuring contact surface between
rotor and rim is free from dirt. Lubricate rim guide in hub. Loosely
install wheel bolts, then tighten in a crosswise pattern. Fill
hydraulic system with fluid. Lower vehicle and check toe-in. See
WHEEL ALIGNMENT SPECIFICATIONS & PROCEDURES article in the section.
OVERHAUL
POWER STEERING PUMP

NOTE: Power steering pump overhaul information is not available
from manufacturer at time of publication.
STEERING GEAR
NOTE: Steering gear disassembly is not recommended by manufacturer.
See Fig. 4.
Fig. 4: View Of Power Steering Gear Assembly


Steering Gear
Bracket Bolt ................................... 37 (50)
Engine Mount Bolt .............................. 37 (50)
Subframe Bracket Bolt .................... ( 1) 177 (105)
Tie Rod-To-Control Arm Nut ..................... 52 (70)
Wheel Lug Bolts ............................... 81 (110)

SUN ROOF - POWER
1995 Volvo 850

Volvo Power Sun Roofs
850

Vehicles may be equipped with a manual or power-operated sun
roof. If battery voltage is lost or interrupted, power sun roof can be
operated manually.
DIAGNOSIS & TESTING

NOTE: Power sun roof diagnosis and testing is not supplied by
manufacturer.
ADJUSTMENTS
Sun roof should be level with roof line, but about .04" (1.0
mm) lower at forward edge. Adjusting screw No. 1 adjusts forward edge
lengthwise and up and down. Screw No. 2 is used for lengthwise
adjustment. Screw No. 3 adjusts height of rear edge. Ensure sun roof
adjustment on each side is equal. After adjustment, ensure sun roof is
operating by opening and closing it as far as it will go.
CONTROL MODULE
Close sun roof. Remove roof light panel, consisting of light
glass, retaining screws and connector. Remove control module screw.
See Fig. 1. Pry control module straight down and forward. Disconnect
inner connector and remove control module. To install, reverse removal
procedure. Ensure 2 White markings are correctly positioned.
See Fig. 1.
Fig. 1: Removing & Installing Control Module

SUN ROOF
1) Remove courtesy light assembly consisting of lens, 2
screws and connector. Remove 3 screws securing motor in housing. See
Fig. 2. Remove motor. Disconnect motor connector. To install, reverse
removal procedure. Ensure sun roof hatch mechanism is correctly
positioned. See Fig. 3.
2) New motors are supplied calibrated, and require no
adjustment when installing. Move emergency release screw back and
forth slightly with a screwdriver to ensure gear and cable engage each
other securely in cable housing.
Fig. 2: Removing Sun Roof Motor

Fig. 3: Positioning Sun Roof Hatch Mechanism
WIRING DIAGRAMS
Fig. 4: Power Sun Roof System Wiring Diagram (1995-96)

POWER WINDOWS
1995 Volvo 850

Volvo Power Windows
850

All models are equipped with power windows. Power window
switches are located on center console.
DIAGNOSIS & TESTING

NOTE: Power window diagnosis and testing is not supplied by
manufacturer.
POWER WINDOW MOTOR

Raise window up all the way and secure in position with duct
tape. Remove door trim panel. See Fig. 1. Remove plastic cover. Remove
power window motor retaining bolts. See Fig. 2. Disconnect motor
electrical connector. Lift out motor. To install, reverse removal
procedure.
Fig. 1: Removing Door Panel

Fig. 2: Removing Power Window Motor
WIRING DIAGRAMS
Fig. 3: Power Window System Wiring Diagram (1995-96)
SUSPENSION - REAR
1995 Volvo 850
1995-96 SUSPENSION
Rear - FWD
850
DESCRIPTION
Vehicle is equipped with semi-independent rear suspension.
Unit combines advantages of independent semi-trailing suspension and a
beam axle. Rear suspension is also designed to provide passive rear
steering due to deformable rubber bushings which allow the rear axle
to shift slightly as cornering loads increase. See Fig. 1.
Fig. 1: Identifying Rear Suspension Components

ADJUSTMENTS & INSPECTION

NOTE: See WHEEL ALIGNMENT SPECIFICATIONS & PROCEDURES article in
WHEEL BEARING
NOTE: Rear wheel bearing is integral with hub.
TRANSVERSE ARM MOUNT

Removal
1) To expose right shock absorber mount location, fold rear
seats forward. Release luggage area carpet at front edge. Remove cover
plate under front edge of carpet. Remove right rear seat back rest
catch and panel attaching clip. Release right side panel at front edge
and fold to one side. Remove 2 right shock absorber bolts. Release
electrical connector retainer next to shock mount location. Move
wiring and connector away from shock absorber mount area.
2) Remove right wheel, protecting plate at bracket for rear
axle link, and right anti-roll bar mount. Remove brake pipe bracket on
right trailing arm. Remove ABS pipe and brake pipe from clip on right
trailing arm. Using a jack placed in recess for spring attachment
bolt, press trailing arm upward to unload shock absorber.
3) Disconnect shock absorber from lower mount. Remove shock
absorber from lower axle stub and lower trailing arm. Remove spring
mounting nut. Remove spring. Reconnect shock absorber. Tighten nut a
few turns. Working from both sides, remove bolts "A" for transverse
arm mountings. Remove bolts "B" and "C" on right side. See Fig. 2.
Fig. 2: Removing Transverse Arm Mounting Bolts

4) Place a jack under left spring seat and raise 1-2".

Disconnect transverse arm mount from body guide pin on right side.
Press out right transverse arm, leaving left transverse arm in
position. See Fig. 3.
Fig. 3: Removing Transverse Arm
Installation
1) Install NEW transverse arm for right trailing arm and
tighten to 59 ft. lbs. (80 N.m). Ensure trailing arm maintains same
position relative to body and align attachment with mount in left
trailing arm. Tighten to 59 ft. lbs. (80 N.m).
2) Using a jack, adjust left trailing arm position. Reinstall
right transverse arm with attachment in its mounting. Do not install
bolts at this time. Install and align attachment for left transverse
arm. Tighten bolt to 59 ft. lbs. (80 N.m). Reinstall transverse arm,
with attachment in its mounting. Do not install bolts at this time.
3) Install right trailing arm on guide pins. Using NEW bolts,
first install and tighten bolt "C" which goes through rear axle link
and bracket. Tighten bolt to 77 ft. lbs. (105 N.m), plus an additional
90 degrees. See Fig. 2. Install and tighten 3 bracket bolts "B" to 48
ft. lbs. (65 N.m), plus an additional 60 degrees. Insert and hand-
tighten transverse arm bolts "A". See Fig. 2. Final tighten bolts "A"
to 37 ft. lbs. (50 N.m), plus an additional 150 degrees after wheel
alignment.
4) Disconnect right shock absorber from its lower mount.
Tighten right spring lower nut to 37 ft. lbs. (50 N.m). Reinstall
right shock absorber to its lower mount and tighten to 59 ft. lbs. (80
N.m). Install brake line and ABS cable to trailing arm attachment
clip. Install brake line bracket to trailing arm attachment lug.
5) Using NEW nuts, install anti-roll bar to trailing arm.
Tighten nuts to 37 ft. lbs. (50 N.m). Install protecting plate.
Install wheel, ensuring contact surface of rim is clean. Loosely
install wheel bolts, then tighten in crossing pattern to 81 ft. lbs.
(110 N.m). Tighten shock absorber-to-body bolts to 18 ft. lbs. (25 N.
m). Reinstall carpet and panels.
REAR AXLE LINK

NOTE: Rear axle links should be replaced, one at a time, on both
sides. Following procedure describes replacement of left
side.
Removal
1) Remove nut from bolt attaching rear axle link to trailing
arm. See Fig. 4. Use a soft-faced hammer and remove bolt. Remove
silencer bracket bolt and remove brake line from 2 clips. See Fig. 5.
Remove bolts retaining trailing arm bracket, allowing bracket to
remain in brake cable attachment lug.
Fig. 4: Removing Rear Axle Link Nut

Fig. 5: Removing Trailing Arm Bracket Bolts
2) Using a jack, slightly raise right trailing arm. Use a

lever and force apart link on left side from body guide pin. Ensure
trailing arm link is free from guide pin in body. Install Press (5497)
to trailing arm and press out bushing.
Installation
1) Press NEW rear axle link into place. Remove press and
install a NEW bolt and nut for rear axle link in trailing arm. Do not
tighten nut. Install trailing arm on body guide pin.
2) Loosely install NEW trailing arm bracket bolts. First
tighten bolt through rear axle link bracket to 77 ft. lbs. (105 N.m),
then tighten an additional 90 degrees. Next, tighten 3 bracket bolts
to 48 ft. lbs. (65 N.m), then tighten an additional 60 degrees.
Finally, tighten bolt which passes through trailing arm rear axle link
to 48 ft. lbs. (65 N.m), then tighten an additional 120 degrees.
Reinstall brake line to clip. Install silencer bracket bolt.
SPRINGS & SHOCK ABSORBERS

Removal
1) Fold seat back rest forward. Release luggage area carpet
at front edge. Remove cover plate under front edge of carpet. Remove
back rest catch pin and panel attaching clips. Loosen side panels at
front edge and fold to one side. Raise and support rear of vehicle so
wheels hang free. Working from inside vehicle, remove 2 retaining
bolts from upper shock absorber.
2) Place another jack in recess for spring in trailing arm
and raise trailing arm. Remove shock absorber lower nut. Remove shock
absorber from trailing arm. Lower trailing arm. Lower vehicle and,
working from inside vehicle, lift out shock absorber with upper mount
attached. Remove upper mount from shock absorber. Check mount bushing
and replace as necessary.
3) If springs are to be replaced, remove spring seat nut.
Remove spring from vehicle. Transfer rubber spacer, auxiliary spring,
and lower mount from old spring to new spring.
Installation
1) Using a NEW nut, install mount on shock absorber. Tighten
nut to 30 ft. lbs. (40 N.m) for standard shock absorbers, or 59 ft.
lbs. (80 N.m) for Nivomat shock absorbers. Position a jack under
trailing arm and raise trailing arm. Ensure spring is installed
correctly in upper spring seat. Install shock absorber on lower mount.
Tighten shock absorber nut to 59 ft. lbs. (80 N.m). Tighten upper
shock absorber bolts to 18 ft. lbs. (25 N.m).
2) Reinstall trunk panels at front edge with clips. Using
Loctite, install back rest catch pins. Tighten catch pin bolts to 14
ft. lbs. (20 N.m). Reinstall cover plate and luggage area carpet.
ANTI-ROLL BAR
Removal
Raise and support vehicle. Remove muffler left rubber
support. Support muffler with a plastic tie so it is as high as
possible. Loosen transverse arm outer attaching nut and remove bolt.
For reassembly reference, use a center punch and mark position on edge
of right transverse arm mounting hole in relation to left trailing arm
hole. Remove second bolt from mount. Remove anti-roll bar attaching
bolts and anti-roll bar.
NOTE: Reference mark on edge of right transverse arm mounting hole

is important so rear wheel toe-in will be correct.
Installation
1) Install anti-roll bar with NEW nuts and bolts. Do not
tighten nuts and bolts at this time. Using NEW bolts and nuts, install
transverse arm mounting to trailing arm, installing NEW inner bolt and
nut first. Adjust mounting in relation to previous reference mark and
install second bolt and nut. Tighten nuts to 37 ft. lbs. (50 N.m),
then tighten an additional 150 degrees.
2) Tighten anti-roll bar right side bolts to 37 ft. lbs. (50
N.m). Tighten left side forward bolt to 37 ft. lbs. (50 N.m), plus an
additional 120 degrees. Tighten left side rear bolt to 66 ft. lbs. (90
N.m). Cut plastic tie used to suspend muffler and reinstall muffler
rubber support.
HUB
Removal
1) Remove wheel. Release brake lines from clip on rear axle.
On left side, remove brake line 3-way connector from trailing arm. On
both sides, remove brake caliper bolts and suspend caliper with wire.
2) Release parking brake shoe adjuster. Remove guide pin,
brake disc, protecting cover, hub nut and hub.
Installation
1) Ensure axle shaft is clean. Install hub. Install NEW nut
on axle and tighten to 88 ft. lbs. (120 N.m), then tighten an
additional 120 degrees. Ensure no play is present in bearing. Using
Mandrel (5225), install protective cover.
2) Ensuring contact surfaces on disc and hub flange are
clean, install disc and guide pin. Tighten guide pin to 84 INCH lbs.
(10 N.m). Adjust parking brake shoes until brake disc cannot be
rotated, then loosen 4-6 notches. Using NEW bolts, install brake
caliper. Tighten caliper bolts to 44 ft. lbs. (60 N.m). To install
remaining components, reverse removal procedure.

Anti-Roll Bar Left Side Forward Bolt ......... ( 1) 37 (50)

Anti-Roll Bar Left Side Rear Bolt ................ 66 (90)
Anti-Roll Bar Right Bolt ......................... 37 (50)
Anti-Roll Bar-To-Trailing Arm Nut ................ 37 (50)
Caliper Bolt ..................................... 44 (60)
Hub Axle Nut ................................ ( 1) 88 (120)
Rear Axle Link
Bolt "C" ................................... ( 2) 77 (105)
Bolt "B" .................................... ( 3) 48 (65)
Bolt "A" .................................... ( 4) 48 (65)
Seat Catch Pin Bolt .............................. 14 (20)
Shock Absorber Lower Mount Nut ................... 59 (80)
Shock Absorber-To-Body Bolt ...................... 18 (25)
Shock Absorber-To-Upper Mount Nut
Standard Shock .................................. 30 (40)
Nivomat Shock ................................... 59 (80)
Spring Lower Nut ................................. 37 (50)
Trailing Arm Bolt ................................ 59 (80)
Transverse Arm Mount-To-Trailing Arm Nut ..... ( 5) 37 (50)
Wheel Bolt ...................................... 81 (110)
INCH Lbs. (N.m)

Disc Rotor Guide Pin ............................. 84 (10)
(1) - Tighten an additional 120 degrees. See Fig. 2.

(4) - Tighten an additional 120 degrees after
wheel alignment.

N - REMOVE/INSTALL/OVERHAUL - TURBO
1995 Volvo 850

Volvo - Removal, Overhaul & Installation
850 - Turbo
INTRODUCTION
Removal, overhaul, and installation procedures are covered in
this article. If component removal and installation is primarily an
unbolt and bolt-on procedure, only a torque specification may be
furnished.
FUEL SYSTEM
FUEL SYSTEM PRESSURE RELEASE

1) Remove throttle pulley cover. Remove shield over valve on
fuel rail. Connect Adapter (999 5484) to Fuel Drainage Unit (981 2270,
2273 and 2282). Connect adapter to valve on fuel rail, ensuring
adapter is in locked position. Start fuel drainage unit. Unlock
adapter. Raise and support vehicle.
2) Remove fuel filter valve cap located under vehicle.
Connect Vent Hose (999 5480) to valve before fuel filter. System drain
time is about 2 minutes.
FUEL PUMP
1) Fuel pump is located in fuel tank. Release fuel pressure.
See FUEL SYSTEM PRESSURE RELEASE. On station wagon models, lift
luggage compartment floor cover and fold back carpet. On sedan models,
tilt right rear seat forward. On all models, remove luggage
compartment carpet and right wheel housing panel.
NOTE: On some versions with a soft panel, it may be sufficient to

fold back a corner of the panel.
2) Remove cover above fuel pump collar. Disconnect fuel pump

connector. Carefully disconnect quick-release couplings on delivery
and return lines. Remove fuel pump collar. Lift out fuel pump. Remove
rubber seal. To install, reverse removal procedure. Tighten fuel pump
collar to specification. See TORQUE SPECIFICATIONS.
WARNING: If fuel pump is removed for a long period of time, reinstall

fuel pump collar to avoid tank swelling. If collar is not
reinstalled, it may be difficult to install at a later time.
Fig. 1: Removing Fuel Pump Collar
Courtesy of Volvo Cars of America, Inc.
INJECTORS
CAUTION: Do not pry on injectors with a screwdriver or pinch
injector pin with pliers during removal.

Release fuel pressure. See FUEL SYSTEM PRESSURE RELEASE.
Unplug electrical connector from injector. Remove upper charge air
pipe, fuel rail cover, and fuel line clips. Mount Clamps (999 5533) on
injectors. Press in clamp to ensure it is seated firmly against
injector. Screw down adjusting screw until clamping piece is in
contact with fuel rail, and tighten another half turn. Push out
injector. To install, reverse removal procedure.

EGR Valve Pipe ................................... 37 (50)

Fuel Pump Collar ................................. 30 (41)
Knock Sensor ..................................... 15 (20)
INCH Lbs.
Fuel Rail Bolt ................................... 84 (10)

N - REMOVE/INSTALL/OVERHAUL
1995 Volvo 850

Volvo - Removal, Overhaul & Installation
850
INTRODUCTION
Removal, overhaul, and installation procedures are covered in
this article. If component removal and installation is primarily an
unbolt and bolt-on procedure, only a torque specification may be
furnished.
FUEL SYSTEM
FUEL SYSTEM PRESSURE RELEASE

1) Remove throttle pulley cover. Remove shield over valve on
fuel rail. Connect Adapter (999 5484) to Fuel Drainage Unit (981 2270,
2273 and 2282). Connect adapter to valve on fuel rail, ensuring
adapter is in locked position. Start fuel drainage unit. Unlock
adapter. Raise and support vehicle.
2) Remove fuel filter valve cap located under vehicle.
Connect Vent Hose (999 5480) to valve before fuel filter. System drain
time is about 2 minutes.
FUEL PUMP
1) Fuel pump is located in fuel tank. Release fuel pressure.
See FUEL SYSTEM PRESSURE RELEASE. On station wagon models, lift
luggage compartment floor cover and fold back carpet. On sedan models,
tilt right rear seat forward. On all models, remove luggage
compartment carpet and right wheel housing panel.
NOTE: On some versions with a soft panel, it may be sufficient to

fold back a corner of the panel.
2) Remove cover above fuel pump collar. Disconnect fuel pump

connector. Carefully disconnect quick-release couplings on delivery
and return lines. Remove fuel pump collar. Lift out fuel pump. Remove
rubber seal. To install, reverse removal procedure. Tighten fuel pump
collar to specification. See TORQUE SPECIFICATIONS.
WARNING: If fuel pump is removed for a long period of time, reinstall

fuel pump collar to avoid tank swelling. If collar is not
reinstalled, it may be difficult to install at a later time.
Fig. 1: Removing Fuel Pump Collar
Courtesy of Volvo Cars of America, Inc.
INJECTORS
CAUTION: Do not pry on injectors with a screwdriver or pinch
injector pin with pliers during removal.

Release fuel pressure. See FUEL SYSTEM PRESSURE RELEASE.
Unplug electrical connector from injector. Remove upper charge air
pipe, fuel rail cover, and fuel line clips. Mount Clamps (999 5533) on
injectors. Press in clamp to ensure it is seated firmly against
injector. Screw down adjusting screw until clamping piece is in
contact with fuel rail, and tighten another half turn. Push out
injector. To install, reverse removal procedure.

EGR Valve Pipe ................................... 37 (50)

Fuel Pump Collar ................................. 30 (41)
Knock Sensor ..................................... 15 (20)
INCH Lbs.
Fuel Rail Bolt ................................... 84 (10)

RIDING HEIGHT ADJUSTMENT
1995 Volvo 850

Volvo - Riding Height Adjustment
940 (1995)
850, 960 (1995-96)
NOTE: Prior to performing wheel alignment, perform preliminary

visual and mechanical inspection of wheels, tires and
suspension components. See PRE-ALIGNMENT INSTRUCTIONS in
WHEEL ALIGNMENT THEORY & OPERATION article in the GENERAL
INFORMATION section.

Before adjusting alignment, check riding height. Riding
height must be checked with vehicle on level floor and tires properly
inflated. Bounce vehicle several times and allow suspension to settle.
Visually inspect vehicle for signs of abnormal height from
front to rear or side to side. Check passenger and luggage
compartments for extra heavy items and remove if present. Riding
height between left and right side of vehicle should vary less than 1"
(25.4 mm).
SCHEDULED SERVICES - TURBO
1995 Volvo 850
1994-96 MAINTENANCE
Volvo Maintenance & Service Intervals - Turbo

1994-96 850 Turbo Sportswagon

NOTE: All SERVICE SCHEDULES are listed for normal service
vehicles. If vehicle is operated under severe service
conditions, see SEVERE SERVICE REQUIREMENTS (PERFORM
W/SERVICE SCHEDULES) for items requiring additional
maintenance.
NOTE: This article contains scheduled maintenance service

information. Fluid types and capacities listed with each
service in this article are only those necessary to perform
that scheduled service. For specifications pertaining to
fluid capacities for the entire vehicle, fuse and circuit
breaker identification, wheel and tire size, battery type,
warranty information, or model identification refer to the
MAINTENANCE INFORMATION article in this section.
CAUTIONS & WARNINGS
SUPPLEMENTAL RESTRAINT SYSTEM (AIR BAG)

NOTE: See the AIR BAGS article in the ACCESSORIES/SAFETY EQUIPMENT
Section.
Modifications or improper maintenance, including incorrect

removal and installation of the Supplemental Restraint System (SRS),
can adversely affect system performance. DO NOT cover, obstruct or
change the steering wheel horn pad in any way, as such action could
cause improper function of the system. Use only plain water when
cleaning the horn pad. Solvents or cleaners could adversely affect the
air bag cover and cause improper deployment of the system.
appropriate AIR BAGS article in ACCESSORIES/SAFETY EQUIPMENT.

SUPPLEMENTAL RESTRAINT SYSTEM (SRS) AIR BAR WARNING

NOTE: For information on air bag DIAGNOSIS & TESTING or DISPOSAL
PROCEDURES, see AIR BAGS article in the ACCESSORIES/SAFETY
EQUIPMENT Section.
System circuit is grounded by 2 screws beneath the driver’s

seat. DO NOT use these screws to ground any other accessory. DO NOT
ground any other components near this system.
SIDE IMPACT PROTECTION SYSTEM (SIPS) - 1995-96 MODELS

EQUIPMENT Section.
AIR CONDITIONING SERVICING

CAUTION: Avoid breathing R-134a refrigerant and PAG lubricant vapors,
exposure may irritate eyes, nose and throat. To remove
R-134a from system use R-134a recycling equipment that meets
SAE J2210 specifications. If accidental system discharge
occurs, ventilate work area before resuming service.
WARNING: R-134a service equipment or vehicle A/C systems SHOULD NOT

be pressure tested or leak tested with compressed air. Some
mixtures of air/R134a have shown to be combustible at
elevated pressures. These mixtures are dangerous and may
cause fire and/or explosions. See AIR CONDITIONING SERVICE
article in GENERAL INFORMATION section.
ANTI-LOCK BRAKE SYSTEM

The anti-lock brake system contains electronic equipment that
can be susceptible to interference caused by improperly installed or
high output radio transmitting equipment. Since this interference
could cause the possible loss of the anti-lock braking capability,
such equipment should be installed by qualified professionals.
On models equipped with anti-lock brake systems, ALWAYS

observe the following cautions:
* DO NOT attempt to bleed hydraulic system without first

referring to the appropriate ANTI-LOCK BRAKE SYSTEM article
in the BRAKES Section.
* DO NOT mix tire sizes. As long as tires remain close to the
original diameter, increasing the width is acceptable.
Rolling diameter must be identical for all 4 tires. Some
manufacturers recommend tires of the same brand, style and
type. Failure to follow this precaution may cause inaccurate
wheel speed readings.
* Use ONLY recommended brake fluids. DO NOT use silicone brake
fluids in an ABS-equipped vehicle.
BATTERY WARNING
RELEARN PROCEDURES article in GENERAL INFORMATION section.

BRAKE SYSTEM
CAUTION: If brake warning light comes on while driving it indicates
a low fluid level or failure in one of the braking
circuits. If the brake pedal can be depressed further than
normal it is an indication that one of the brake circuits
is not functioning. Stop vehicle and check brake reservoir
fluid level. If level is below MIN mark, DO NOT drive
vehicle. Have it towed to a repair shop. If level is
between the MIN and MAX marks, proceed cautiously to a
repair shop.

CATALYTIC CONVERTER
Any modification to the exhaust system on turbo models, which
reduces exhaust backpressure, will lead to lean fuel mixtures and
excessive spark advance. This could cause serious engine damage.

ENGINE OIL
FUEL SYSTEM SERVICE

HALOGEN BULBS
Halogen bulbs contain pressurized gas which may explode if
overheated. DO NOT touch glass portion of bulb with bare hands. Eye
protection should be worn when handling or working around halogen
bulbs.
RADIATOR CAP
system is hot.
RADIATOR FAN
thermostatic switch which may come on or run for up to 15 minutes even
after engine is turned off.
TURBOCHARGED MODELS
CAUTION: Do not race engine immediately after starting. When
stopping engine, allow engine to idle for approximately 60
seconds before shutting it off. Failure to do so may cause
turbocharger damage due to lack of oil flowing to
the turbocharger bearings.
WHEELS & TIRES

Fig. 1: Service Point Locations (Turbo)






Year Number

1993* 271952-4 X X

1994- 271834-4 E








VEHICLE LIFT POINTS


WHEEL TIGHTENING
CAMSHAFT TIMING BELT REPLACEMENT INFORMATION



* Oil Contamination

1993 ................................................... 50,000

1994-96 ................................................ 70,000


Normal Service


SEVERE SERVICE REQUIREMENTS (PERFORM W/SERVICE SCHEDULES)

NOTE: The following services are to be performed on vehicles
subjected to severe service. See SEVERE & NORMAL SERVICE
DEFINITIONS. This service is to be performed in addition
to the normal services listed in the NORMAL MAINTENANCE
SERVICE SCHEDULES.
SEVERE SERVICE CONDITIONS/ACTIONS TABLE

Condition Action Item Perform Every (1)

Extended Idling Replace Engine Oil & 3,750 Miles or 3 Months
Or Low Speed Filter
Operation

Frequent Short Replace Engine Oil & 3,750 Miles or 3 Months
Trips Of Less Filter
Than 7 Miles

Extended Replace Engine Oil & 3,750 Miles or 3 Months
Operation In Filter
Dusty Or Sandy
Conditions

Trailer Towing Replace Engine Oil & 3,750 Miles or 3 Months
Operations Filter

Driving In Replace Engine Oil & 3,750 Miles or 3 Months
Mountainous Filter
Conditions

(1) - Perform these services at the mileage or number of months
(since the last time), whichever comes first.

5000 MILE (8000 KM) SERVICE


Service Or Inspect

Check/Retorque Exhaust Pipe to Turbocharger

Check Fluid Levels

Inspect Coolant Hoses and Clamps

Inspect Brake System

Inspect Exhaust System

Inspect C/V Joint boots

Inspect Steering Linkage/Front Suspension

Lubricate Chassis

Road Test

Reset Service Reminder Indicator

Replace

Engine Oil

Oil Filter

Lubrication Specifications


Engine Oil
Ambient Temperature
Less Than 68 F (20 C) .................... SAE 5W30 API SG/CD
-4 F To 100 F (-20 To 38 C) ............ SAE 10W30 API SG/CD
Greater Than 14 F (-10 C) ............... SAE 15W40 API SG/CD

Fluid Capacities

Application ( 1) Quantity

Engine Oil
Non-Turbo (Includes Oil Filter) (2) .......... 5.6 Qts. (5.3L)
Turbo (Includes Oil Filter) (2) (3) .......... 6.3 Qts. (6.2L)

(2) - DO NOT use SAE 15W/40 oil in extremely low ambient
temperatures.
(3) - Turbo includes 0.95 Qts. (0.9L) for Oil Cooler.

10,000 MILE (16,000 KM) SERVICE


Service Or Inspect

Verify Last Major Service Was Performed

Check Fluid Levels

Check Cooling System Hoses and Clamps

Check Coolant Strength


Check Exhaust System & Heat Shielding

Clean Battery and Battery Terminals

Inspect Fuel/Tank/Cap/Lines

Check Operation of Horn, Wipers/Washers & All Exterior Lights

Inspect Condition of Wiper Blades

Check Headlight Alignment

Lubricate Weatherstripping with Silicone

Lubricate Door Hinges

Lubricate Door Locks

Check Body Drain Holes

Clean Power Antenna Mast

Check Seat Belt Webbing and Release Mechanisms

Check Parking Brake Operation

Check Shift Interlock Operation


Lubricate Chassis

Inspect Brake Pads, Rotors and Calipers

Inspect Brake System Hoses & Lines

Inspect Shocks/Struts for Leakage

Inspect Tire Wear Pattern

Rotate Tires and Adjust Air Pressure (Including Spare)

Road Test


Replace

Engine Oil

Oil Filter



Antifreeze/Engine Coolant ........... Ethylene Glycol Antifreeze
Automatic Transmission .................... Dexron-IIE or Mercon
Brake Fluid .................... DOT 4 Brake Fluid Or Equivalent
Power Steering Fluid .................. Dexron-IIE or Mercon ATF
Engine Oil
Ambient Temperature

Manual Transmission (1) ............... Volvo Synthetic 97308 or
Type F/G ATF


Fluid Capacities


Automatic Transmission ......................... 8.0 Qts. (7.6L)
Cooling System ................................. 7.8 Qts. (7.2L)
Engine Oil
Manual Transmission ............................ 2.5 Qts. (2.1L)

temperatures.

15,000 MILE (24,000 KM) SERVICE (TURBO MODELS ONLY)


Service Or Inspect


Check Fluid Levels






Lubricate Chassis

Road Test


Replace

Engine Oil

Oil Filter



Engine Oil
Ambient Temperature

Fluid Capacities


Engine Oil

temperatures.



Service Or Inspect


Check Fluid Levels






Check/Adjust Kick-down Cable














Lubricate Chassis






Road Test


Replace

Engine Oil

Oil Filter

Automatic Transaxle Fluid (1993-94 Models)



Engine Oil
Ambient Temperature
Type F/G ATF


Fluid Capacities


Engine Oil

temperatures.




Service Or Inspect


Check Fluid Levels






Lubricate Chassis

Road Test


Replace

Engine Oil

Oil Filter



Engine Oil
Ambient Temperature

Fluid Capacities


Engine Oil

temperatures.



Service Or Inspect


Check Fluid Levels





Inspect/Adjust Accessory Drive Belts (Replace if Required)

Crankcase Ventilation System

Ventilation Hoses

Manual Transmission Fluid













Clutch Release Arm Travel


Lubricate Chassis



ABS System Operation


Suspension Bushings, Springs, Arms & Rear Jounce Bumpers



Road Test


Replace

Engine Oil

Oil Filter

Spark Plugs

Air Filter Element

Control Module Filter

Drain, Flush and Refill Engine Coolant

Drain, Refill and Bleed Brake System



Engine Oil
Ambient Temperature
Type F/G ATF


Fluid Capacities


Engine Oil

temperatures.

Service Labor Times

Application ( 1) Hours

850 2.5L 5-Cylinder ........................................ 3.8




Service Or Inspect


Check Fluid Levels






Lubricate Chassis

Road Test


Replace

Engine Oil

Oil Filter



Engine Oil
Ambient Temperature

Fluid Capacities


Engine Oil

temperatures.



Service Or Inspect


Check Fluid Levels




















Lubricate Chassis






Road Test


Replace

Engine Oil

Oil Filter

Automatic Transmission Fluid (All Models)



Engine Oil
Ambient Temperature
Type F/G ATF


Fluid Capacities


Engine Oil

temperatures.



Service Or Inspect


Check Fluid Levels






Lubricate Chassis

Road Test


Replace

Engine Oil

Oil Filter



Engine Oil
Ambient Temperature

Fluid Capacities


Engine Oil

temperatures.



Service Or Inspect


Check Fluid Levels



















Lubricate Chassis






Road Test


Replace

Engine Oil

Oil Filter


Accessory Drive Belts (1992-93 Models Only)

Camshaft Timing Belt (1994 Models Only)



Engine Oil
Ambient Temperature

Type F/G ATF


Fluid Capacities


Engine Oil

temperatures.



Service Or Inspect


Check Fluid Levels






Lubricate Chassis

Road Test


Replace

Engine Oil

Oil Filter



Engine Oil
Ambient Temperature


Fluid Capacities


Engine Oil

temperatures.



Service Or Inspect


Check Fluid Levels






Inspect/Adjust Drive Belts (1993 Replace if Required)

Clean EGR System (1993-94 Models Only)

Inspect PCV Valve, Flame Guard and Hoses

PCV Nipple/Orifices


Ventilation Hoses
















Steering System & Wheel Alignment

Lubricate Chassis







Front Wheel Alignment


Road Test


Replace

Engine Oil

Oil Filter

Spark Plugs

Air Filter Element


Fuel Filter (1992-94 Models)

Fuel Filter


Automatic Transmission Fluid (1992-94 Models)

Automatic Transmission Fluid





Engine Oil
Ambient Temperature
Type F/G ATF


Fluid Capacities


Engine Oil

temperatures.

Service Labor Times


850 2.5L 5-Cylinder ........................................ 4.6




Service Or Inspect


Check Fluid Levels






Lubricate Chassis

Road Test


Replace

Engine Oil

Oil Filter



Engine Oil
Ambient Temperature

Fluid Capacities


Engine Oil

temperatures.



Service Or Inspect


Check Fluid Levels



















Lubricate Chassis






Road Test


Replace

Engine Oil

Oil Filter

Camshaft Timing Belt (1994-95 Models)



Engine Oil
Ambient Temperature

Type F/G ATF


Fluid Capacities


Engine Oil

temperatures.



Service Or Inspect


Check Fluid Levels






Lubricate Chassis

Road Test


Replace

Engine Oil

Oil Filter



Engine Oil
Ambient Temperature


Fluid Capacities


Engine Oil

temperatures.



Service Or Inspect


Check Fluid Levels





















Lubricate Chassis






Road Test


Replace

Engine Oil

Oil Filter




Engine Oil
Ambient Temperature
Type F/G ATF


Fluid Capacities


Engine Oil

temperatures.




Service Or Inspect


Check Fluid Levels






Lubricate Chassis

Road Test


Replace

Engine Oil

Oil Filter



Engine Oil
Ambient Temperature

Fluid Capacities


Engine Oil

temperatures.



Service Or Inspect


Check Fluid Levels







Ventilation Hoses

















Lubricate Chassis








Road Test


Replace

Engine Oil

Oil Filter

Spark Plugs

Air Filter Element


Drive Belts





Engine Oil
Ambient Temperature
Type F/G ATF


Fluid Capacities


Engine Oil

temperatures.

Service Labor Times


850 2.5L 5-Cylinder ........................................ 3.8




Service Or Inspect


Check Fluid Levels






Lubricate Chassis

Road Test


Replace

Engine Oil

Oil Filter



Engine Oil
Ambient Temperature

Fluid Capacities


Engine Oil

temperatures.


100,000 MILE (160,000 KM) SERVICE

100,000 MILE (160,000 KM) SERVICE

Service Or Inspect


Check Fluid Levels





Clean EGR System (All Models)

















Lubricate Chassis






Road Test


Replace

Engine Oil

Oil Filter

Fuel Filter (1995 Models Only)

Accessory Drive Belts (1993 Models Only)


Drain, Refill and Bleed Brake System Fluid




Engine Oil
Ambient Temperature
Type F/G ATF


Fluid Capacities


Engine Oil

temperatures.



Service Or Inspect


Check Fluid Levels






Lubricate Chassis

Road Test


Replace

Engine Oil

Oil Filter



Engine Oil
Ambient Temperature

Fluid Capacities


Engine Oil

temperatures.

110,000 MILE (176,000 KM) SERVICE

110,000 MILE (176,000 KM) SERVICE

Service Or Inspect


Check Fluid Levels



















Lubricate Chassis






Road Test


Replace

Engine Oil

Oil Filter



Engine Oil
Ambient Temperature
Type F/G ATF


Fluid Capacities


Engine Oil

temperatures.



Service Or Inspect


Check Fluid Levels






Lubricate Chassis

Road Test


Replace

Engine Oil

Oil Filter



Engine Oil
Ambient Temperature

Fluid Capacities


Engine Oil

temperatures.

120,000 MILE (192,000 KM) SERVICE

120,000 MILE (192,000 KM) SERVICE

Service Or Inspect


Check Fluid Levels






Inspect/Adjust Drive Belts (1992-93 Replace if Required)

Inspect and Clean EGR System (All Models)

Check EGR Valve


PCV Nipple/Orifices

Ventilation Hoses


















Lubricate Chassis








Road Test


Replace

Engine Oil

Oil Filter

Spark Plugs

Air Filter Element


Fuel Filter






Engine Oil
Ambient Temperature
Type F/G ATF


Fluid Capacities


Engine Oil

temperatures.

Service Labor Times


850 2.5L 5-Cylinder ........................................ 4.6


CAUTION: DO NOT use SAE 15W/40 oil in extremely low ambient
temperatures.

Antifreeze/Engine Coolant .......... Ethylene Glycol Antifreeze
Brake Fluid ................... DOT 4 Brake Fluid Or Equivalent
Engine Oil
Ambient Temperature
Less Than 68 F (20 C) ................... SAE 5W30 API SG/CD
-4 F To 100 F (-20 To 38 C) ........... SAE 10W30 API SG/CD
Greater Than 14 F (-10 C) .............. SAE 15W40 API SG/CD
Power Steering Fluid ................. Dexron-IIE or Mercon ATF
Transmission
Automatic Transmission ................. Dexron-IIE or Mercon
Manual Transmission (1) ............ Volvo Synthetic 97308 or
Type F/G ATF

FLUID CAPACITIES

Application (1) Quantity

Cooling System ................................ 7.8 Qts. (7.2L)
Engine Oil (2)
850 ......................................... 5.6 Qts. (5.3L)
Turbo (3) ................................... 6.5 Qts. (6.2L)
Fuel Tank .................................... 19.3 Gals. (73L)
Transmission
Automatic ................................... 8.0 Qts. (7.6L)
Manual ...................................... 2.5 Qts. (2.1L)

(3) - Turbo capacity includes .95 Qts. (0.9L) for Oil Cooler.

SCHEDULED SERVICES - NON TURBO
1995 Volvo 850
1993-96 MAINTENANCE
Volvo Maintenance & Service Intervals - Non-Turbo
1993-96 850 Sedan


NOTE: All SERVICE SCHEDULES are listed for normal service
vehicles. If vehicle is operated under severe service
conditions, see SEVERE SERVICE REQUIREMENTS (PERFORM
W/SERVICE SCHEDULES) for items requiring additional
maintenance.
NOTE: This article contains scheduled maintenance service

information. Fluid types and capacities listed with each
service in this article are only those necessary to perform
that scheduled service. For specifications pertaining to
fluid capacities for the entire vehicle, fuse and circuit
breaker identification, wheel and tire size, battery type,
warranty information, or model identification refer to the
MAINTENANCE INFORMATION article in this section.
CAUTIONS & WARNINGS
SUPPLEMENTAL RESTRAINT SYSTEM (AIR BAG)

NOTE: See the AIR BAGS article in the ACCESSORIES/SAFETY EQUIPMENT
Section.
Modifications or improper maintenance, including incorrect

removal and installation of the Supplemental Restraint System (SRS),
can adversely affect system performance. DO NOT cover, obstruct or
change the steering wheel horn pad in any way, as such action could
cause improper function of the system. Use only plain water when
cleaning the horn pad. Solvents or cleaners could adversely affect the
air bag cover and cause improper deployment of the system.
appropriate AIR BAGS article in ACCESSORIES/SAFETY EQUIPMENT.

SUPPLEMENTAL RESTRAINT SYSTEM (SRS) AIR BAR WARNING

EQUIPMENT Section.
System circuit is grounded by 2 screws beneath the driver’s

seat. DO NOT use these screws to ground any other accessory. DO NOT
ground any other components near this system.
SIDE IMPACT PROTECTION SYSTEM (SIPS) - 1995-96 MODELS
EQUIPMENT Section.
AIR CONDITIONING SERVICING

CAUTION: Avoid breathing R-134a refrigerant and PAG lubricant vapors,
exposure may irritate eyes, nose and throat. To remove
R-134a from system use R-134a recycling equipment that meets
SAE J2210 specifications. If accidental system discharge
occurs, ventilate work area before resuming service.
WARNING: R-134a service equipment or vehicle A/C systems SHOULD NOT

be pressure tested or leak tested with compressed air. Some
mixtures of air/R134a have shown to be combustible at
elevated pressures. These mixtures are dangerous and may
cause fire and/or explosions. See AIR CONDITIONING SERVICE
article in GENERAL INFORMATION section.
ANTI-LOCK BRAKE SYSTEM

The anti-lock brake system contains electronic equipment that
can be susceptible to interference caused by improperly installed or
high output radio transmitting equipment. Since this interference
could cause the possible loss of the anti-lock braking capability,
such equipment should be installed by qualified professionals.
On models equipped with anti-lock brake systems, ALWAYS

observe the following cautions:
* DO NOT attempt to bleed hydraulic system without first

referring to the appropriate ANTI-LOCK BRAKE SYSTEM article
in the BRAKES Section.
* DO NOT mix tire sizes. As long as tires remain close to the
original diameter, increasing the width is acceptable.
Rolling diameter must be identical for all 4 tires. Some
manufacturers recommend tires of the same brand, style and
type. Failure to follow this precaution may cause inaccurate
wheel speed readings.
* Use ONLY recommended brake fluids. DO NOT use silicone brake
fluids in an ABS-equipped vehicle.
BATTERY WARNING
RELEARN PROCEDURES article in GENERAL INFORMATION section.

BRAKE SYSTEM
CAUTION: If brake warning light comes on while driving it indicates
a low fluid level or failure in one of the braking
circuits. If the brake pedal can be depressed further than
normal it is an indication that one of the brake circuits
is not functioning. Stop vehicle and check brake reservoir
fluid level. If level is below MIN mark, DO NOT drive
vehicle. Have it towed to a repair shop. If level is
between the MIN and MAX marks, proceed cautiously to a
repair shop.

CATALYTIC CONVERTER
Any modification to the exhaust system on turbo models, which
reduces exhaust backpressure, will lead to lean fuel mixtures and
excessive spark advance. This could cause serious engine damage.

ENGINE OIL
FUEL SYSTEM SERVICE

HALOGEN BULBS
Halogen bulbs contain pressurized gas which may explode if
overheated. DO NOT touch glass portion of bulb with bare hands. Eye
protection should be worn when handling or working around halogen
bulbs.
RADIATOR CAP
system is hot.
RADIATOR FAN
thermostatic switch which may come on or run for up to 15 minutes even
after engine is turned off.
WHEELS & TIRES
Fig. 1: Service Point Locations (Non-Turbo)


CAMSHAFT TIMING BELT REPLACEMENT INFORMATION



* Oil Contamination
Volvo recommends replacement of the camshaft timing belt at

the following intervals:

1993 .............................................. 50,000

1994-95 ........................................... 70,000






Year Number

1993* 271952-4 X X

1994- 271834-4 E








VEHICLE LIFT POINTS


WHEEL TIGHTENING


Normal Service


SEVERE SERVICE REQUIREMENTS (PERFORM W/SERVICE SCHEDULES)

NOTE: The following services are to be performed on vehicles
subjected to severe service. See SEVERE & NORMAL SERVICE
DEFINITIONS. This service is to be performed in addition
to the normal services listed in the NORMAL MAINTENANCE
SERVICE SCHEDULES.
SEVERE SERVICE CONDITIONS/ACTIONS TABLE

Condition Action Item Perform Every (1)

Extended Idling Replace Engine Oil & 3,750 Miles or 3 Months
Or Low Speed Filter

Operation

Frequent Short Replace Engine Oil & 3,750 Miles or 3 Months
Trips Of Less Filter

Than 7 Miles

Extended Replace Engine Oil & 3,750 Miles or 3 Months
Operation In Filter
Dusty Or Sandy

Conditions

Trailer Towing Replace Engine Oil & 3,750 Miles or 3 Months

Operations Filter

Driving In Replace Engine Oil & 3,750 Miles or 3 Months
Mountainous Filter

Conditions

(1) - Perform these services at the mileage or number of months

(since the last time), whichever comes first.
NORMAL MAINTENANCE SERVICE SCHEDULES

The following service schedules refer to vehicles driven
under normal operating conditions. For vehicles driven under severe
conditions, additional services may be necessary. See SEVERE SERVICE
REQUIREMENTS (PERFORM W/SERVICE SCHEDULES) above in this article for
additional service requirements.


Service Or Inspect

Check Fluid Levels





Lubricate Chassis


Road Test

Replace

Engine Oil

Oil Filter



Engine Oil
Ambient Temperature


Fluid Capacities


Engine Oil

temperatures.



Service Or Inspect


Check Fluid Levels



















Lubricate Chassis






Road Test


Replace

Engine Oil

Oil Filter



Engine Oil
Ambient Temperature
Type F/G ATF


Fluid Capacities


Engine Oil

temperatures.



Service Or Inspect


Check Fluid Levels




















Lubricate Chassis






Road Test


Replace

Engine Oil

Oil Filter

Automatic Transaxle Fluid (1993-94 Models)



Engine Oil
Ambient Temperature
Type F/G ATF


Fluid Capacities


Engine Oil

temperatures.



Service Or Inspect


Check Fluid Levels







Ventilation Hoses
















Lubricate Chassis








Road Test


Replace

Engine Oil

Oil Filter

Spark Plugs

Air Filter Element






Engine Oil
Ambient Temperature
Type F/G ATF


Fluid Capacities


Engine Oil

temperatures.


Service Labor Times

Application Hours

850 2.5L 5-Cylinder ........................................ 3.8


Service Or Inspect


Check Fluid Levels




















Lubricate Chassis






Road Test


Replace

Engine Oil

Oil Filter




Engine Oil
Ambient Temperature
Type F/G ATF


Fluid Capacities


Engine Oil

temperatures.



Service Or Inspect


Check Fluid Levels



















Lubricate Chassis






Road Test


Replace

Engine Oil

Oil Filter






Engine Oil
Ambient Temperature
Type F/G ATF


Fluid Capacities


Engine Oil

temperatures.


Service Labor Times


850 2.5L 5-Cylinder ........................................ 4.6



Service Or Inspect


Check Fluid Levels






Inspect/Adjust Drive Belts (1993 Replace if Required)



PCV Nipple/Orifices


Ventilation Hoses

















Lubricate Chassis







Front Wheel Alignment


Road Test


Replace

Engine Oil

Oil Filter

Spark Plugs

Air Filter Element


Fuel Filter (1992-94 Models)

Fuel Filter








Engine Oil
Ambient Temperature
Type F/G ATF


Fluid Capacities


Engine Oil

temperatures.


Service Labor Times


850 2.5L 5-Cylinder ........................................ 4.6



Service Or Inspect


Check Fluid Levels



















Lubricate Chassis






Road Test


Replace

Engine Oil

Oil Filter

Camshaft Timing Belt (1994-95 Models)



Engine Oil
Ambient Temperature
Type F/G ATF


Fluid Capacities


Engine Oil

temperatures.



Service Or Inspect


Check Fluid Levels





















Lubricate Chassis






Road Test


Replace

Engine Oil

Oil Filter




Engine Oil
Ambient Temperature

Type F/G ATF


Fluid Capacities


Engine Oil

temperatures.



Service Or Inspect


Check Fluid Levels







Ventilation Hoses

















Lubricate Chassis








Road Test


Replace

Engine Oil

Oil Filter

Spark Plugs

Air Filter Element


Drive Belts





Engine Oil

Ambient Temperature
Type F/G ATF


Fluid Capacities


Engine Oil

temperatures.


Service Labor Times


850 2.5L 5-Cylinder ........................................ 3.8
100,000 MILE (160,000 KM) SERVICE

100,000 MILE (160,000 KM) SERVICE

Service Or Inspect


Check Fluid Levels





Clean EGR System (All Models)

















Lubricate Chassis






Road Test


Replace

Engine Oil

Oil Filter

Fuel Filter (1995 Models Only)

Accessory Drive Belts (1993 Models Only)


Drain, Refill and Bleed Brake System Fluid





Engine Oil
Ambient Temperature
Type F/G ATF


Fluid Capacities


Engine Oil

temperatures.


Service Labor Times


850 2.5L 5-Cylinder ........................................ 4.6

110,000 MILE (176,000 KM) SERVICE

110,000 MILE (176,000 KM) SERVICE

Service Or Inspect


Check Fluid Levels



















Lubricate Chassis






Road Test


Replace

Engine Oil

Oil Filter



Engine Oil
Ambient Temperature
Type F/G ATF


Fluid Capacities


Engine Oil

temperatures.

120,000 MILE (192,000 KM) SERVICE

120,000 MILE (192,000 KM) SERVICE

Service Or Inspect


Check Fluid Levels






Inspect/Adjust Drive Belts (1992-93 Replace if Required)

Inspect and Clean EGR System (All Models)

Check EGR Valve


PCV Nipple/Orifices

Ventilation Hoses


















Lubricate Chassis








Road Test


Replace

Engine Oil

Oil Filter

Spark Plugs

Air Filter Element


Fuel Filter






Engine Oil
Ambient Temperature
Type F/G ATF


Fluid Capacities


Engine Oil

temperatures.


Service Labor Times


850 2.5L 5-Cylinder ........................................ 4.6

CAUTION: DO NOT use SAE 15W-40 oil in extremely low ambient
temperatures.

Coolant ............................. 50/50 Mix Ethylene Glycol

and Distilled Water
Brake Fluid ....................... DOT 4 Or DOT 4+ Brake Fluid
Engine Oil
Ambient Temperature
Less Than 68 F (20 C) .................. SAE 5W-30 API SH/CD
-4 F To 100 F (-20 To 38 C) .......... SAE 10W-30 API SH/CD
Greater Than 14 F (-10 C) ............. SAE 15W-40 API SH/CD
Power Steering Fluid (1) ............. Dexron-IIE or Mercon ATF
Automatic Transaxle (AW50-42) ............ Dexron-IIE or Mercon
Manual Transmission (2) ......... Volvo Synthetic (P/N 1161423)
Or Type F/G ATF
Wheel Bearings .................... NLGI Grade 2 Category GC-LB
Steering Linkage (3)(4) ........... NLGI Grade 2 Category GC-LB
Ball Joints (3)(5) ................ NLGI Grade 2 Category GC-LB
Weatherstrip ....................... Dielectric Silicone Grease
(1) - At temperatures below -4 F (-20 C) Volvo oil (P/N1161001-1)

can be used.
(3) - Use low pressure grease gun to prevent seal damage.
(4) - Fill until lubricant squeezes out from the base of seals.
(5) - Fill ball joint until seal starts to swell.
FLUID CAPACITIES

Application Quantity (1)

Brake System .................................. 0.5 Qts. (0.6L)
Cooling System
Non-Turbo ................................... 7.6 Qts. (7.2L)
Turbo ....................................... 7.4 Qts. (7.0L)
Engine Oil (2)
850 (Non-Turbo)
1993-94 ................................... 5.6 Qts. (5.3L)
1995 (M/T) ................................ 5.6 Qts. (5.3L)
1995 (A/T) ................................ 6.1 Qts. (5.8L)
Turbo (3)
Without Oil Cooler ........................ 5.6 Qts. (5.3L)
With Oil Cooler ........................... 6.5 Qts. (6.2L)
Fuel Tank .................................... 19.3 Gals. (73L)
Automatic Transmission (AW50-42)
Fluid Change ................................ 3.3 Qts. (3.0L)
Overhaul .................................... 8.0 Qts. (7.6L)
Manual Transmission
1993-94 (M56L) .............................. 2.5 Qts. (2.1L)
1995-96 (M56H) .............................. 2.2 Qts. (2.1L)

(3) - Oil Cooler capacity is .95 Qts. (0.9L).

K - SENSOR RANGE CHARTS - TURBO
1995 Volvo 850

Volvo - Sensor Operating Range Charts
850 - Turbo
INTRODUCTION
Sensor operating range information can help determine if a
sensor is out of calibration. An out-of-calibration sensor may not set
a trouble code, but it may cause driveability problems.

(DVOM) with a minimum 10-megohm input impedance unless
COOLANT TEMPERATURE SENSOR RESISTANCE TABLE

Temperature - F ( C) Ohms
32 (0) .............................................. 7300

68 (20) ............................................. 2800
176 (80) ............................................. 300
212 (100) ............................................ 150

ENGINE SPEED (RPM) SENSOR RESISTANCE TABLE

Application Ohms
850 .............................................. 260-340

FUEL INJECTOR TABLE

Application Ohms
Turbo ............................................... 14.5

IDLE AIR CONTROL VALVE (COIL) RESISTANCE TABLE

Application Ohms
Turbo (1) .......................................... 10-14
(1) - Measured between terminals No. 1 and 2, or No. 2 and 3.

OXYGEN SENSOR HEATER RESISTANCE TABLE

Temperature - F ( C) Ohms
68 (20) .......................................... 1.5-2.5

660 (350) ........................................... 6-10

THROTTLE POSITION SENSOR RESISTANCE TABLE

Application Ohms
1 & 3 (1)
Idle .......................................... 900-1100
Full Load .................................... 2300-2900
(1) - Resistance is measured between these terminals.

MAINTENANCE REMINDER LIGHT RESET PROCEDURES
1995 Volvo 850
1993-96 MAINTENANCE
Volvo Maintenance Reminder Light Reset Procedures
850
DESCRIPTION
The Service Reminder Indicator (SRI) is triggered at the
appropriate interval since last service. Depending on model, this is
based on accumulated mileage, calendar time, or hours of engine
operation.
Once triggered, the SRI comes on each time the engine is
started. The light goes out after approximately two minutes except on
850 Base variant (without trip computer). After service is performed
and the SRI counter reset, the SRI will not light again until shortly
before next service is due.
RESET PROCEDURE
1994-96 YAZAKI TYPE INSTRUMENT CLUSTER
Fig. 1: Identifying Yazaki & VDO Type Instrument Clusters

Service reminder reset knob is located on front of instrument

cluster to left of trip odometer reset knob underneath a rubber
grommet. To reset, remove the rubber grommet and use a small
screwdriver to depress knob.
1993-95 VDO TYPE INSTRUMENT CLUSTER

Switch on ignition. Select position 7 on Volvo data link
connector (DLC) A. Depress button four times, shortly but distinctly.
You have now entered test mode 4. When LED emits steady glow, the
system is read to accept code.
Enter first digit while LED is still lit (1). Wait until LED
glows steadily to enter second digit (5). Repeat procedure for third
digit (1).
Control module confirms operation by LED giving a couple of
rapid flashes. Zeroing is completed and SRI turns off.
Fig. 2: Data Link Connector

1996 VDO TYPE INSTRUMENT CLUSTER

Connect Volvo System Tester (VST). (See Fig. 3).
Turn ignition ON.
1) Press button: VST ON.

2) Display will read: SELF TEST OK.
3) Press button: ENTER.
4) Display will read: 800 Series.
6) Display will read: SERVICE.
8) Display will read: CLEAR SRL.
10) Press button: EXIT.
- SPECIFICATIONS - TURBO
C
1995 Volvo 850

Volvo - Service & Adjustment Specifications
850 - Turbo
INTRODUCTION
Use this article to quickly find specifications related to
servicing and on-vehicle adjustments. This is a quick-reference
article to use when you are familiar with an adjustment procedure and
only need a specification.
CAPACITIES
BATTERY SPECIFICATIONS TABLE

Application Cold Cranking Amp. Rating
850 ........................................... 440 Or 520


Crankcase (Includes Filter) (1) ..................... 5.6 (5.3)

Cooling System (Includes Heater) .................... 7.4 (7.0)
M/T (M56L) Volvo Synthetic Gearbox Oil (97308) ...... 2.2 (2.1)
A/T (AW 50) (2) ..................................... 8.0 (7.6)
(1) - Add .95 qt. (.9L) if oil cooler has been drained.
(2) - Use ATF Dexron IIE or Mercon fluid.
QUICK-SERVICE
SERVICE INTERVALS & SPECIFICATIONS

REPLACEMENT INTERVALS TABLE

Component Miles
Air Filter ........................................ 30,000

Timing Belt ....................................... 70,000
Coolant .............................................. ( 1)
EGR
Inspect ......................................... 60,000
Clean (2) ...................................... 100,000
Fuel Filter ....................................... 60,000
Oil & Filter ............................................
Normal Service .................................. 10,000
Severe Service .................................... 5000
PCV (Inspect & Clean) ............................. 60,000
Spark Plugs ....................................... 30,000
(1) - Coolant replacement interval is no longer recommended

by manufacturer.
(2) - After 100,000 mile EGR service, clean every 20,000
miles.

BELT ADJUSTMENT TABLE

Application Deflection - In. (mm)
Accessory Drive Belt ................................. ( 1)

Timing Belt .......................................... ( 1)
(1) - No adjustment is necessary, vehicle is equipped with

a self-tensioner.
MECHANICAL CHECKS
ENGINE COMPRESSION

Compression Ratio .................................. 8.5:1

VALVE CLEARANCE
NOTE: Equipped with hydraulic lifters.
IGNITION SYSTEM
IGNITION COIL

IGNITION COIL RESISTANCE TABLE - Ohms @ 68 F (20 C)

Application Primary Secondary
Turbo ....................... .5-1.5 ......... 8000-9000

SPARK PLUGS
SPARK PLUG TYPE TABLE

Application Bosch Champion
Turbo ............................................. RC7GYC

SPARK PLUG SPECIFICATIONS TABLE

Application Gap Torque
In. (mm) Ft. Lbs. (N.m)
850 ......... .028-.032 (.70-.80) .............. 18 (25)

FIRING ORDER
Refer to illustration for firing order and distributor
rotation. See Fig. 1.
Fig. 1: Firing Order & Distributor Rotation
IGNITION TIMING

Turbo ...................................... 4-8 @ 750-850

FUEL SYSTEM
FUEL PUMP
FUEL PUMP PERFORMANCE TABLE (1)

Application Pressure Volume In 30 Sec.
psi (kg/cm ) Pts. (L)
850 ............. 43.5 (3.06) ................ 1.1 (.52)

(1) - At 12 volts, 68 F (20 C), with engine off and fuel
pump relay by-passed.


850 ............... (3) 850 ................. (3) .2-.8%

sensor connected.
(3) - With cooling fan off.
FAST IDLE
NOTE: All idle speeds are controlled by electronic control unit.
Specifications on fast idle not at time of publication.
THROTTLE SWITCH
See the D - ADJUSTMENTS - TURBO article for switch
adjustments.
C - SPECIFICATIONS
1995 Volvo 850

Volvo - Service & Adjustment Specifications
850
INTRODUCTION
Use this article to quickly find specifications related to
servicing and on-vehicle adjustments. This is a quick-reference
article to use when you are familiar with an adjustment procedure and
only need a specification.
CAPACITIES
BATTERY SPECIFICATIONS

Application Cold Cranking Amp. Rating
850 ........................................... 440 Or 520

FLUID CAPACITIES

Crankcase (Includes Filter) ......................... 5.6 (5.3)

Cooling System (Includes Heater) .................... 7.6 (7.2)
M/T (M56L) Volvo Synthetic Gearbox Oil (97308) ...... 2.2 (2.1)
A/T (AW 50) (1) ..................................... 8.0 (7.6)
(1) - Use ATF Dexron IIE or Mercon fluid.

QUICK-SERVICE
SERVICE INTERVALS & SPECIFICATIONS

REPLACEMENT INTERVALS

Component Miles
Air Filter ........................................ 30,000

Timing Belt ....................................... 70,000
Coolant .............................................. ( 1)
EGR
Inspect ......................................... 60,000
Clean (2) ...................................... 100,000
Fuel Filter ....................................... 60,000
Oil & Filter
Normal Service .................................. 10,000
Severe Service .................................... 5000
PCV (Inspect & Clean) ............................. 60,000
Spark Plugs ....................................... 30,000
(1) - Coolant replacement interval is no longer recommended

by manufacturer.
(2) - After 100,000 mile EGR service, clean every 20,000
miles.

BELT ADJUSTMENT

850 .................................................. ( 1)
(1) - No adjustment is necessary, vehicle is equipped with

a self-tensioner.
MECHANICAL CHECKS
ENGINE COMPRESSION
COMPRESSION SPECIFICATIONS

Compression Ratio ................................. 10.5:1

VALVE CLEARANCE
NOTE: Equipped with hydraulic lifters.
IGNITION SYSTEM
IGNITION COIL

IGNITION COIL RESISTANCE - Ohms @ 68 F (20 C)

Application Primary Secondary
Non-Turbo ..................... .5 ................ 8400

SPARK PLUGS
SPARK PLUG TYPE

Application Bosch Champion
Non-Turbo .................... FR6DC ............. RC9YC

SPARK PLUG SPECIFICATIONS

Application Gap Torque
In. (mm) Ft. Lbs. (N.m)
850 ......... .028-.032 (.70-.80) .............. 18 (25)

FIRING ORDER
Refer to illustration for firing order and distributor
rotation. See Fig. 1.
Fig. 1: Firing Order & Distributor Rotation
IGNITION TIMING
IGNITION TIMING (Degrees BTDC @ RPM)

Non-Turbo ................................. 8-12 @ 750-850

FUEL SYSTEM
FUEL PUMP
FUEL PUMP PERFORMANCE (1)

Application Pressure Volume In 30 Sec.
psi (kg/cm ) Pts. (L)
850 ............. 43.5 (3.06) ................ 1.1 (.52)

(1) - At 12 volts, 68 F (20 C), with engine off and fuel
pump relay by-passed.

IDLE SPEED & CO LEVEL (1)

850 ............... (3) 850 ................. (3) .2-.8%

sensor connected.
(3) - With cooling fan off.
FAST IDLE
NOTE: All idle speeds are controlled by electronic control unit.
Specifications on fast idle not at time of publication.
THROTTLE SWITCH
See the D - ADJUSTMENTS article for switch adjustments.
STARTER - BOSCH
1995 Volvo 850
1995-96 STARTING & CHARGING SYSTEMS

Volvo Starters - Bosch
850
DESCRIPTION
Starter is a brush-type, series-wound electric motor with an
overrunning clutch (drive assembly). Field frame is enclosed by
commutator end frame and drive bushing and carries pole shoes and
field coils. A spline armature shaft drive end carries drive assembly.
TROUBLE SHOOTING
NOTE: See TROUBLE SHOOTING - BASIC PROCEDURES article in GENERAL
INFORMATION.
BENCH TESTING
STARTER NO-LOAD TEST

With starter on bench, operate starter and check ammeter,
voltage and RPM. Readings should be within specification. See
STARTER NO-LOAD TEST SPECIFICATIONS table.
STARTER NO-LOAD TEST SPECIFICATIONS

Application Volts Amps. RPM
0 001 108 107 ........ 11.5 ......... 75 ........ 2900

0 001 108 153 ........ 11.5 ......... 75 ........ 2900
0 001 108 166 ........ 12.0 ......... 75 ........ 3000
0 001 108 167 ........ 12.0 ......... 75 ........ 2900
0 001 110 063 ........ 11.2 ......... 95 ........ 2800
0 001 218 173 ........ 12.0 ......... 75 ........ 6100
SOLENOID TEST
Connect negative battery cable to starter solenoid terminal
"M". Connect battery positive lead to solenoid terminal No. 50. See
Fig. 2. If plunger does not extend firmly, replace solenoid.
OVERHAUL
NOTE: Use illustration for starter overhaul. See Fig. 1.
Fig. 1: Exploded View Of Bosch Starter
Fig. 2: Testing Starter Solenoid

STARTER SPECIFICATIONS
BOSCH STARTER SPECIFICATIONS TABLE

Carbon Brush Minimum Length

0 001 108 107 ............................ .17" (4.5 mm)
0 001 108 153 ............................ .17" (4.5 mm)
0 001 108 166 ........................... .44" (11.2 mm)
0 001 108 167 ........................... .44" (11.2 mm)
0 001 110 063 .............................. .23" (6 mm)
0 001 218 173 ........................... .64" (16.5 mm)
Commutator Diameter
0 001 108 107 .......................... 1.22" (31.2 mm)
0 001 108 153 .......................... 1.22" (31.2 mm)
0 001 108 166 .......................... 1.28" (32.7 mm)
0 001 108 167 .......................... 1.28" (32.7 mm)
0 001 110 063 .......................... 1.22" (31.2 mm)
0 001 218 173 .......................... 1.19" (30.4 mm)
Commutator Runout
0 001 108 107 ......................... .0004" (.010 mm)
0 001 108 153 ......................... .0004" (.010 mm)
0 001 108 166 ......................... .0004" (.010 mm)
0 001 108 167 ......................... .0004" (.010 mm)
0 001 110 063 ......................... .0004" (.010 mm)
0 001 218 173 ......................... .0012" (.030 mm)
Core Runout
0 001 218 173 91 62 928 ................. .003" (.08 mm)
All Others .............................. .002" (.05 mm)
End Play
0 001 108 107 .................. .002-.015" (.05-.40 mm)
0 001 108 153 .................. .002-.015" (.05-.40 mm)
0 001 108 166 .................. .008-.028" (.20-.70 mm)
0 001 108 167 .................. .008-.028" (.20-.70 mm)
0 001 110 063 .................. .002-.015" (.05-.40 mm)
0 001 218 173 .................. .002-.028" (.05-.70 mm)
WIRING DIAGRAMS
Fig. 3: Starting System Wiring Diagram (1995-96)
STEERING COLUMN SWITCHES
1995 Volvo 850

Volvo Steering Column Switches
850
TESTING
NOTE: Testing information on steering column switches is not
available from manufacturer.

WARNING: Before any repairs, disconnect and shield negative battery
cable from ground. Disconnect Yellow and Orange Supplemental
Restraint System (SRS) connectors on driver’s side of center
console, near accelerator pedal, to avoid accidental air bag
deployment. Follow air bag service precautions. See SERVICE
PRECAUTIONS and DISABLING & ACTIVATING AIR BAG SYSTEM in
appropriate articles;
For 1995 850, see AIR BAG RESTRAINT SYSTEM,
for 1996 850, see AIR BAG RESTRAINT SYSTEM articles.
STEERING WHEEL & HORN

Removal
1) Ensure front wheels are pointing straight ahead. Mark
steering wheel-to-column location for reassembly reference. Remove air
bag module. See Fig. 1. See AIR BAG MODULE under REMOVAL &
INSTALLATION in appropriate articles;
2) Remove steering wheel hub retaining bolt. Remove plastic
warning label retaining screw from steering wheel, leaving screw
attached to plastic warning label. Insert screw into hole, locking
contact reel pin. Carefully pull steering wheel from column, allowing
wiring and plastic warning label to pass through hole in steering
wheel. See Fig. 2.
Installation
To install, reverse removal procedure. To properly adjust
contact reel and complete installation, see CONTACT REEL CENTERING
under ADJUSTMENTS in appropriate articles;
Tighten steering wheel retaining bolt to specification. See TORQUE
SPECIFICATIONS.
Fig. 1: Removing Air Bag Module
Fig. 2: Removing Steering Wheel
COMBINATION SWITCH & WIPER SWITCH

Removal
Remove steering wheel. See STEERING WHEEL & HORN under
REMOVAL & INSTALLATION. Remove upper and lower steering column covers.
See Fig. 3. Disconnect switch harness connectors behind instrument
panel, near steering column. Remove switch attaching screws.
See Fig. 3 or 4. Remove switch and harness.
Installation
To install, reverse removal procedure. See STEERING WHEEL &
HORN under REMOVAL & INSTALLATION. Ensure all electrical connections
are tight. Check turn signal switch canceling.
Fig. 3: Removing Upper & Lower Steering Column Covers

Fig. 4: Removing Combination Switch

HEADLIGHT SWITCH
Disconnect headlight connector. Unscrew nut from switch.
Remove switch. See Fig. 5. To install, reverse removal procedure.
Fig. 5: Removing Headlight Switch (Similar)

IGNITION SWITCH & LOCK CYLINDER

Removal
Disconnect negative battery cable. Lower steering wheel
adjusting lever and pull steering wheel to highest position. Remove
upper and lower steering column covers. Insert ignition key into lock.
Turn key to position "I". Using a 2-mm drift, press lock cylinder lock
lug down. See Fig. 6. Remove lock cylinder.
Installation
Insert key into new lock cylinder. Turn key to position "I".
Using a 2-mm drift, press lock lug down. Install ignition lock.
Install upper and lower steering column covers. Ensure no wires are
pinched when covers are installed. To complete installation, reverse
removal procedure.
Fig. 6: Removing Ignition Switch Connector


Steering Wheel Bolt .............................. 30 (40)
INCH Lbs. (N.m)
Air Bag Module Bolts (1) ......................... 90 (10)
(1) - Tighten right bolt first.

WIRING DIAGRAMS
Fig. 7: Horn System Wiring Diagram (1995-96)

I - SYSTEM/COMPONENT TESTS - TURBO
1995 Volvo 850

Volvo - System & Component Testing
850 - Turbo
INTRODUCTION
Before testing separate components or systems, perform

procedures in the F - BASIC TESTING - TURBO article. Since many
computer-controlled and monitored components set a trouble code if
they malfunction, also see the G - TESTS W/CODES - TURBO article.
NOTE: Testing individual components does not isolate shorts or

opens. Unless stated otherwise in test procedure, perform
all voltage tests using a Digital Volt-Ohmmeter (DVOM) with
a minimum 10-megohm input impedance. Use ohmmeter to isolate
wiring harness shorts or opens.
AIR INDUCTION SYSTEMS
TURBOCHARGER
Preliminary Checks
1) Warm engine to normal operating temperature. Turn off
engine. If turbine shaft does not stop rotating shortly after engine
stops, remove intake hose from compressor housing.
2) Verify compressor wheel rotates freely. Ensure compressor
wheel does not scrape against compressor housing when wheel is pushed
radially or axially.
Basic Adjustment Of Pressure Regulator Push Rod

1) Remove locking circlip from end of push rod. Connect
Pressure Gauge (999-5230) and Pressure Tester (999-5496) to pressure
regulator. See Fig. 1. Increase pressure to 1.7-1.9 psi (.12-.13
kg/cm ). Press wastegate lever against turbine housing, closing
wastegate valve.
2) Adjust push rod length so push rod fits exactly over
wastegate valve lever. Install locking circlip, and tighten push rod
lock nut. Remove pressure gauge and tester.
Fig. 1: Adjusting Pressure Regulator Push Rod (Typical)

CAUTION: To prevent damage to Electronic Control Unit (ECU), ensure
ignition switch is in OFF position before disconnecting or
connecting ECU.
POWERTRAIN CONTROL MODULE

NOTE: When measuring resistance and voltage at PCM, use Breakout
Box (981-3190) and Adapter (951-1351). DO NOT probe
connector. Before disconnecting/connecting control module
connector, ensure ignition is off.
Preliminary Check
Turn ignition off. Disconnect PCM connector. PCM is located
at right front of engine compartment. Visually inspect all terminal
connector sleeves to ensure no terminals are damaged.
Power Circuit Check

Ensure ignition is off. Install breakout box and adapter.
Connect adapter connector "A" to breakout box. Measure voltage between
breakout box terminal No. 13 (ground) and terminals No. 12, 26 and 27.
Battery voltage should be present at all terminals. If voltage is not
as specified, check No. 1 fuse, wiring and main relay. Repair as
necessary.
Ground Circuit Checks

Turn ignition off. Install breakout box and adapter. Connect
adapter connector "A" to breakout box. Measure resistance between
ground and breakout box terminals No. 13, 28 and 42. Ohmmeter should
indicate about zero ohms at all terminals.
ENGINE SENSORS & SWITCHES

connecting ECU.
Camshaft Position Sensor

If circuit or component is faulty, a trouble code should set.
See the G - TESTS W/CODES - TURBO article.
Crankshaft Position Sensor

Crankshaft position sensor is also known as an RPM sensor.
Turn ignition off. Disconnect sensor, located below distributor.
Measure resistance between sensor terminals. Replace sensor if
resistance is not 200-500 ohms.

1) Disconnect Engine Coolant Temperature (ECT) sensor
connector. Using an ohmmeter, measure resistance between ECT sensor
terminals.
2) If resistance is not as specified, replace sensor. See the
ENGINE COOLANT TEMPERATURE SENSOR RESISTANCE table.
ENGINE COOLANT TEMPERATURE SENSOR RESISTANCE TABLE

Temperature F ( C) Ohms
32 (0) .............................................. 7300

68 (20) ............................................. 2800
176 (80) ............................................. 300
212 (100) ............................................ 150

Mass Airflow Meter
1) Turn ignition off. Locate Mass Airflow (MAF) sensor
connector. DO NOT disconnect connector. Backprobing connector, measure
voltage between ground and terminal No. 3. See Fig. 2.
2) If battery voltage is present, go to next step. If battery
voltage is not present, locate and repair open in wiring harness
between MAF sensor and main relay.
3) Backprobing connector, measure voltage between terminals
No. 2 and 4. If voltage is not .1-.2 volt, replace MAF sensor.
Fig. 2: Identifying MAF Sensor Connector Terminals


1) Turn ignition off. Disconnect Powertrain Control Module
(PCM) connector. Connect Breakout Box (981-3190) and Adapter (951-
1351).
2) To check oxygen sensor signal, connect voltmeter between
breakout box terminal No. 42 and terminal No. 33 (front sensor) or No.
19 (rear sensor). Start engine and allow it to idle.
3) Voltage signal should leave its bottom setting of .17 volt
and stabilize between .1-.9 volt within 10 minutes. If voltage is not
as specified, replace sensor and retest.
RPM Sensor
See CRANKSHAFT POSITION SENSOR.

RELAYS
Fuel Pump Relay
1) Remove fuel pump relay. See Fig. 3. Connect jumper wire
between fuel pump relay terminals No. 1 and 3. See Fig. 4. Turn
ignition on. If fuel pump does not start, go to next step. If fuel
pump starts, replace fuel pump relay.
Fig. 3: Locating Fuel Pump Relay & Fuse

Fig. 4: Identifying Fuel Pump Relay Base Terminals


ground.
volts, replace relay. If voltage is not to specification, check wiring
between fuel pump relay and ECU. If wiring is okay, see procedures
under POWERTRAIN CONTROL MODULE under COMPUTERIZED ENGINE CONTROLS.
FUEL SYSTEM
NOTE: For fuel system pressure testing, see the
F - BASIC TESTING - TURBO article.

engine or electrical components. Cover fuel line connector
with shop towel to absorb any fuel spray.
FUEL DELIVERY
1) Install Connector (998-9725) to Fuel Pressure Gauge (999-
5011). Using Adapter (999-5479), connect pressure gauge to valve on
fuel distribution manifold. Turn valve in direction of adapter.
Connect other gauge connection to Fuel Drainage Unit (981-2270, 2273
and 2282).
2) Remove electrical distribution unit cover in engine
compartment. Remove fuel pump relay. See Fig. 3. Connect jumper wire
between fuel pump relay terminals No. 1 and 3. Turn ignition on. Fuel
pump should start. If system pressure is 43.5 psi (300 kPa), go to
step 5).
3) If system pressure is too high, remove jumper wire.
Disconnect pressure regulator return and vacuum lines and blow through
lines. If both lines are okay, replace regulator and recheck pressure.
4) If system pressure is too low, squeeze return line and
ensure pressure rises. Do not allow pressure to exceed 87 psi (600
kPa). If pressure rises quickly, pump and line are okay. Replace
pressure regulator and recheck system pressure. If pressure rises
slowly, check for blocked fuel filter, fuel pump strainer or fuel
lines. If pressure does not rise, replace pump.
5) If system pressure was 43.5 psi (300 kPa) in step 2),
check operation of pressure regulator by connecting Vacuum Pump (999-
5843) to pressure regulator. Apply vacuum to regulator. Ensure system
pressure falls by same amount as regulator pressure.
6) Turn ignition off. Remove jumper wire between fuel pump
relay terminals No. 1 and 3. Reinstall fuel pump relay. Check fuel
system residual pressure. Pressure should not fall below 20 psi (200
kPa) in less than 20 minutes. If fuel pressure falls faster, check
injectors, pressure regulator, and fuel pump. Disconnect Pressure
Gauge (999-5011).
FUEL CONTROL
Fuel Injectors
Turn ignition off. Disconnect fuel injector connector. Using
an ohmmeter, measure resistance between
injector terminals. With
injector temperature at about 68 F (20 C), resistance should be about
14.5 ohms. Replace injector as necessary.
IDLE CONTROL SYSTEM

Idle Air Control (IAC) Valve
Ensure ignition is off. Disconnect IAC valve connector.
Connect an ohmmeter between connector terminals No. 1 (Blue/Black
wire) and No. 2 (Blue/White wire), then between terminals No. 2 (Green
wire) and No. 3 (Green wire). If resistance is not 9-14 ohms, replace
IAC valve. If resistance is 9-14 ohms, IAC valve is okay. Check IAC
circuits. See the G - TESTS W/CODES - TURBO article.
IGNITION SYSTEM
NOTE: For basic ignition checks, see the
F - BASIC TESTING - TURBO article.
TIMING CONTROL SYSTEMS

Detonation (Knock) Sensors
Fig. 5: Knock Sensor Connector Terminals (Typical)

EMISSION SYSTEMS & SUB-SYSTEMS

FUEL EVAPORATIVE (EVAP)

NOTE: Fuel evaporative testing procedures not available at time of
publication. See M - VACUUM DIAGRAMS - TURBO article
for information on hose routing.
I - SYSTEM/COMPONENT TESTS
1995 Volvo 850

Volvo - System & Component Testing
850
INTRODUCTION
Before testing separate components or systems, perform

procedures in the F - BASIC TESTING article. Since many computer-
controlled and monitored components set a trouble code if they
malfunction, also perform procedures in the G - TESTS W/CODES article.
NOTE: Testing individual components does not isolate shorts or

opens. Unless stated otherwise in test procedure, perform
all voltage tests using a Digital Volt-Ohmmeter (DVOM) with
a minimum 10-megohm input impedance. Use ohmmeter to isolate
wiring harness shorts or opens.

connecting ECU.
ELECTRONIC CONTROL UNIT - FUEL INJECTION

NOTE: When measuring resistance and voltage at ECU, use Breakout
Box (981-3190) and Adapter (981-3195). DO NOT measure
resistance and voltage at ECU connector. Before
disconnecting/connecting control unit connector, disconnect
negative battery cable.
Preliminary Check & Breakout Box Installation

1) Remove ECU cover located in right front engine
compartment. Remove both fuel injection and distributor ignition ECUs.
Press adapter into ECU base. Position adapter lead at rear of ECUs and
thread through slot next to distributor ignition module.
2) Press distributor ignition ECU into position first to
avoid damage to adapter lead. Press fuel injection control unit, with
Power Circuit Check

Ensure ignition is off. Connect voltmeter between breakout
box terminals No. 20 and 10. Battery voltage should be present.
Connect voltmeter between terminals No. 20 and 30. Turn ignition on.
Battery voltage should be present. If voltage is not as specified,
check wiring, fuse No. 1, and electrical connections. Turn ignition
off.
Ground Circuit Check

1) Connect ohmmeter between ground and breakout box terminal
No. 20, then between ground and breakout box terminal No. 29. Ohmmeter
should indicate about zero ohms. If about zero ohms is not present,
check control unit grounds.
2) Connect ohmmeter between breakout box terminal No. 20 and
breakout box terminals No. 8, 12, 14, and 23. Ohmmeter should indicate
about zero ohms in all cases. If reading is too high, repeat test
using new fuel injection ECU.
ELECTRONIC CONTROL UNIT - IGNITION

NOTE: When measuring resistance and voltage at ECU, use Breakout
Box (981-3190) and Adapter (981-3195). See Fig. 1. DO NOT
measure resistance and voltage at ECU connector. Before
disconnecting/connecting control unit connector, disconnect
Preliminary Check & Breakout Box Installation

1) Turn ignition switch to OFF position. Distributor ignition
ECU is located in right side of engine compartment. Remove ECU cover.
Disconnect distributor ignition ECU connector. Visually inspect all
terminal connector sleeves to ensure no terminals are damaged.
Power Circuit Check

and 43. Operate starter motor. Voltmeter should indicate .7-1.3 volts.
If voltage is not as specified, repeat test using new ECU.
2) To check distributor ignition signal to fuel injection
ECU, connect voltmeter between breakout box terminals No. 20 and 52.
Operate starter motor. Voltmeter should indicate about 5-7 volts. If
voltage is not as specified, repeat test using new distributor
ignition ECU.
3) Turn ignition off. To check voltage supply to ECU, connect
voltmeter between breakout box terminals No. 20 and 10. Battery
voltage should be present. Turn ignition on. Connect voltmeter between
breakout box terminals No. 20 and 30. Battery voltage should be
present. If battery voltage is not present, check wiring.
Ground Circuit Check

Connect ohmmeter between ground and breakout box terminal No.
20, then between ground and terminal No. 29. In both cases, ohmmeter
should indicate about zero ohms. Connect ohmmeter between breakout box
terminals No. 20 and 2, then between terminals No. 20 and 15. In both
cases, ohmmeter should indicate about zero ohms.
ENGINE SENSORS & SWITCHES

connecting ECU.
Camshaft Position Sensor

1) When measuring voltage at ECU, use Breakout Box (981-3190)
and Adapter (981-3195). See Fig. 1. DO NOT measure voltage at ECU
connector. Before disconnecting/connecting ECU connector, disconnect
and 4. Operate starter motor. Voltage should vary between 0-5 volts.
If voltage reading is incorrect, check camshaft position sensor supply
voltage. If voltage is present, check control signal to power stage.
4) To check voltage supply to camshaft position sensor Hall
Effect generator, connect voltmeter between breakout box terminals No.
20 and 14. Voltmeter should indicate about 10 volts. If voltage is
present but signal is absent, repeat test using new camshaft position
sensor.


1) Disconnect Engine Coolant Temperature (ECT) sensor
connector. Using an ohmmeter, measure resistance between ECT sensor
terminals.
2) If resistance is not as specified, replace sensor. See the
ENGINE COOLANT TEMPERATURE SENSOR RESISTANCE table.
ENGINE COOLANT TEMPERATURE SENSOR RESISTANCE TABLE

32 (0) .............................................. 7300

68 (20) ............................................. 2800
176 (80) ............................................. 300
212 (100) ............................................ 150

Mass Airflow Meter/Sensor
1) Connect Breakout Box (981-3190) and Adapter (981-3195) to
fuel injection ECU. See Fig. 1. DO NOT measure resistance and voltage
at ECU connector. Before disconnecting/connecting control unit
connector, disconnect negative battery cable.
compartment. Remove both fuel injection and distributor ignition ECUs
located in right front of engine compartment. Press adapter into ECU
base. Position adapter lead at rear of ECUs and thread through slot
next to distributor ignition module.
4) Turn ignition on. Connect voltmeter between breakout box
terminals No. 13 and 20. About 2.7 volts should be present. Start
engine. About 3.5 volts should be present at idle with engine hot.
Turn engine off. If voltages are okay, go to step 6) and check MAF
ground circuit. If voltages are not okay, go to next step.
5) Turn ignition on. Connect voltmeter between MAF connector
terminal No. 4 (White wire) and ground. Voltage should be about 2.7
volts. Start engine. Voltage should be about 3.5 volts during idle
with engine hot. If voltages are correct, check voltage supply for an
open or short circuit. If voltages are incorrect, go to next step and
check MAF ground circuit.
6) Turn ignition off. Connect ohmmeter between MAF connector
terminal No. 2 (Green/Red wire) and ground, then between connector
terminal No. 1 (Brown/White wire) and ground. Ohmmeter should indicate
about zero ohms in both instances. If readings are okay, go to step
8). If readings are incorrect, go to next step.
7) Ensure ignition is off. Connect ohmmeter between breakout
box terminals No. 20 and 8, then between terminals No. 20 and 12.
Ohmmeter should indicate about zero ohms in both instances. If
readings are incorrect, repeat test using new fuel injection ECU. If
readings are correct, go to next step and check MAF voltage supply.
8) Turn ignition on. Connect voltmeter between ground and MAF
connector terminal No. 3 (Green wire). Voltmeter should indicate
battery voltage. If voltage is not present, check for an open or short
circuit in voltage supply. If voltage is present, repeat test using
new MAF sensor.
Heated Oxygen Sensor (HO2S) & Preheater Resistor

compartment. Remove both fuel injection and distributor ignition ECUs.
Press adapter into ECU base. Position adapter lead at rear of ECUs and
thread through slot next to distributor ignition module.
and 23. Start engine. After about 30 seconds, voltage should vary
between .1-.9 volt. If voltage does not vary but remains constant at .
5 volt, HO2S or wiring is defective.
5) To check voltage supply to HO2S, turn ignition on. Connect
volt-meter between breakout box terminals No. 20 and 28. If battery
present, check HO2S wiring.
6) If battery voltage was present in step 5), connect
voltmeter between breakout box terminals No. 28 and 20. Start engine.
If voltage reading falls from battery voltage to about .4 volt, go to
next step. Turn engine off. If voltage reading does not fall from
battery voltage to about .4 volt, ECU is probably defective.
7) Stop engine. To check preheater resistor, connect ohmmeter
between breakout box terminals No. 19 and 28. Ohmmeter should indicate
about 3-13 ohms, depending on resistor temperature.

compartment. Remove both fuel injection and distributor ignition ECUs
located in right front of engine compartment. Press adapter into ECU
base. Position adapter lead at rear of ECUs and thread through slot
next to distributor ignition module.
4) To check TP sensor signal, connect voltmeter between
breakout box terminals No. 1 and 14. Turn ignition on. Voltmeter
should indicate about .6 volt in idling position and about 4.2 volts
in full-load position. Turn ignition off.
5) If signal is not present or not to specification, connect
voltmeter between breakout box terminals No. 2 and 20. Turn ignition
on. Voltmeter should indicate about 5 volts. Turn ignition off. To
check ground, connect ohmmeter between breakout box terminals No. 14
and 20. Ohmmeter should indicate about zero ohms.
6) If no voltage was present or ground is faulty, check
wiring for short to ground or voltage. If wiring is okay, repeat test
using new fuel injection ECU. If voltage supply was present and ground
is okay, go to next step and TP sensor resistance.
7) Ensure ignition is off. Measure resistance between
breakout box terminals No. 14 and 2. Resistance should be about 1800-
2200 ohms. Connect ohmmeter between terminals No. 14 and 1. Ohmmeter
should indicate about 1000 ohms when throttle is at idle position and
about 2600 ohms when throttle is at full load.
8) If resistance is incorrect or zero, measure directly at TP
sensor connector to determine if fault is in switch or wiring. Replace
sensor as necessary.
RELAYS
Fuel Pump Relay
1) Remove fuel pump relay. See Fig. 2. Connect jumper wire
between fuel pump relay terminals No. 1 and 3. See Fig. 3. Turn
ignition on. If fuel pump does not start, go to next step. If fuel
pump starts, replace fuel pump relay.
Fig. 2: Locating Fuel Pump Relay & Fuse

Fig. 3: Identifying Fuel Pump Relay Base Terminals


ground.
volts, replace relay. If voltage is not to specification, check wiring
between fuel pump relay and ECU. If wiring is okay, see procedures
under ELECTRONIC CONTROL UNIT - IGNITION under COMPUTERIZED ENGINE
CONTROLS.
FUEL SYSTEM
NOTE: For fuel system pressure testing, see the
F - BASIC TESTING article.

engine or electrical components. Cover fuel line connector
with shop towel to absorb any fuel spray.
FUEL DELIVERY
1) Install Connector (998-9725) to Fuel Pressure Gauge (999-
5011). Using Adapter (999-5479), connect pressure gauge to valve on
fuel distribution manifold. Turn valve in direction of adapter.
Connect other gauge connection to Fuel Drainage Unit (981-2270, 2273
and 2282).
2) Remove electrical distribution unit cover in engine
compartment. Remove fuel pump relay. See Fig. 2. Connect jumper wire
between fuel pump relay terminals No. 1 and 3. Turn ignition on. Fuel
pump should start. If system pressure is 43.5 psi (300 kPa), go to
step 5).
3) If system pressure is too high, remove jumper wire.
Disconnect pressure regulator return and vacuum lines and blow through
lines. If both lines are okay, replace regulator and recheck pressure.
4) If system pressure is too low, squeeze return line and
ensure pressure rises. Do not allow pressure to exceed 87 psi (600
kPa). If pressure rises quickly, pump and line are okay. Replace
pressure regulator and recheck system pressure. If pressure rises
slowly, check for blocked fuel filter, fuel pump strainer or fuel
lines. If pressure does not rise, replace pump.
5) If system pressure was 43.5 psi (300 kPa) in step 2),
check operation of pressure regulator by connecting Vacuum Pump (999-
5843) to pressure regulator. Apply vacuum to regulator. Ensure system
pressure falls by same amount as regulator pressure.
6) Turn ignition off. Remove jumper wire between fuel pump
relay terminals No. 1 and 3. Reinstall fuel pump relay. Check fuel
system residual pressure. Pressure should not fall below 20 psi (200
kPa) in less than 20 minutes. If fuel pressure falls faster, check
injectors, pressure regulator, and fuel pump. Disconnect Pressure
Gauge (999-5011).
FUEL CONTROL
Fuel Injectors
1) Remove fuel injector cover. Connect an ohmmeter between
injector terminals. Injector resistance should be 15.6-16.2 ohms. If
resistance is not as specified, replace injector. If resistance is as
specified, disconnect injector connector. Connect voltmeter between
connector terminals. Operate starter motor. Voltmeter should indicate
300-700 millivolts, depending on engine temperature.
2) If voltage not to specification, connect voltmeter between
injector connector terminal No. 1 (Green wire) and ground. If battery
voltage is present, see ELECTRONIC CONTROL UNIT - FUEL INJECTION under
COMPUTERIZED ENGINE CONTROLS.
3) If battery voltage is not present, remove main relay from
engine compartment relay base. Connect voltmeter between ground and
relay connector terminal No. 4, then between ground and relay
connector terminal No. 2. If battery voltage is present in both
instances, go to next step. If battery voltage is not present, check
relay voltage supply from battery.
4) Turn ign. on. Reinstall relay in base. Relay should click.
If relay does not click, see ELECTRONIC CONTROL UNIT - FUEL INJECTION
under COMPUTERIZED ENGINE CONTROLS.
IDLE CONTROL SYSTEM

Idle Air Control (IAC) Valve
Ensure ignition is off. Disconnect IAC valve connector.
Connect an ohmmeter between connector terminals No. 1 (Blue/Black
wire) and No. 2 (Blue/White wire), then between terminals No. 2 (Green
wire) and No. 3 (Green wire). If resistance is not 9-14 ohms, replace
IAC valve. If resistance is 9-14 ohms, IAC valve is okay. Check IAC
circuits. See the G - TESTS W/CODES article.
IGNITION SYSTEM
NOTE: For basic ignition checks, see the
F - BASIC TESTING article.
TIMING CONTROL SYSTEMS

Detonation (Knock) Sensors
distributor ignition ECU. Disconnect negative battery cable. Remove
ECU cover located in right front engine compartment. Remove
distributor ignition ECU.
2) Press adapter onto ECU and pull lead upward through slot
beside module. Press ECU, with adapter connected, into connector in
bottom of ECU box. Connect breakout box to adapter 60-pin connector.
3) Depending upon which knock sensor is being checked,
disconnect front or rear knock sensor connector and connect a jumper
wire between knock sensor connector terminals. See Fig. 4.
4) Connect ohmmeter between breakout box terminals No. 22 and
23, or 24 and 25 (depending on which sensor is being checked). Reading
should be zero ohms. If reading is correct, replace knock sensor.
Tighten knock sensor to 15 ft. lbs. (20 N.m). If ohmmeter does not
indicate zero ohms, check distributor ignition ECU wiring.
Fig. 4: Knock Sensor Connector Terminals (Typical)
EMISSION SYSTEMS & SUB-SYSTEMS

See the G - TESTS W/CODES article.
FUEL EVAPORATIVE (EVAP)

EVAP Valve Check
1) Disconnect ventilation hose and canister guide from
throttle body. Connect vacuum pump to ventilation (large) port and
begin pumping to obtain partial vacuum. See Fig. 5. Even though
pressure returns quickly to atmosphere pressure, resistance should be
felt when pumping.
2) If vacuum and resistance are okay, go next step. If vacuum
cannot be reached or resistance is not okay, check ventilation hose
connected to canister for damage or leakage. If hose is okay, repeat
test using new canister.
Fig. 5: Checking EVAP Valve

3) Apply vacuum to small vacuum port. If partial vacuum is

present, go to next step. If no partial vacuum is present, check
vacuum hose connected to canister for leakage. If hose is okay, repeat
test using new canister.
4) Maintain vacuum in vacuum hose. Blow into hose that fits
into large port. If air passes through canister with slight
resistance, canister and guide are okay. If air does not pass through
canister, check vacuum hose for blockage. If vacuum hose is okay,
repeat test using new canister.
MISCELLANEOUS CONTROLS
NOTE: Although some of the controlled devices listed here are not
technically engine performance components, they can affect
drive-ability if they malfunction.
COOLING FAN
Cooling Fan Motor
distributor ignition ECU. Disconnect negative battery cable. Remove
ECU cover located in right front engine compartment. Remove
distributor ignition ECU. Press adapter onto ECU and pull lead upward
through slot beside module. Press ECU, with adapter connected, into
connector in bottom of ECU box. Connect breakout box to adapter 60-pin
connector.
2) On vehicles without A/C, connect voltmeter between
breakout box terminals No. 20 and 17. On vehicles with A/C, connect
voltmeter between breakout box terminals No. 20 and 25. In both
instances, battery voltage should be present. If battery voltage is
not present, check wiring between fan motor, relay, and ground.
SYSTEM WIRING DIAGRAMS
1995 Volvo 850
1995 System Wiring Diagrams

Volvo - 850
AIR CONDITIONING
2.3L
2.3L Turbo, Air Conditioning Circuits (1 of 2)

2.3L Turbo, Air Conditioning Circuits (2 of 2)
2.4L
2.4L, Air Conditioning Circuits, Auto A/C (1 of 2)
2.4L, Air Conditioning Circuits, Auto A/C (2 of 2)
2.4L, Air Conditioning Circuits, Manual A/C
ANTI-LOCK BRAKES
Anti-lock Brake Circuits
ANTI-THEFT
Base Anti-theft Circuit
COMPUTER DATA LINES

Computer Data Lines
COOLING FAN
Cooling Fan Circuit
CRUISE CONTROL
Cruise Control Circuit
DEFOGGERS
Defogger Circuit
ENGINE PERFORMANCE
2.3L
2.3L Turbo, Engine Performance Circuits (1 of 2)

2.3L Turbo, Engine Performance Circuits (2 of 2)
2.4L
2.4L, Engine Performance Circuits (1 of 2)
2.4L, Engine Performance Circuits (2 of 2)
EXTERIOR LIGHTS
Back-up Lamps Circuit
Backup Lamps Circuit, Sedan & Wagon
Exterior Lamps Circuit, Sedan (1 of 2)
Exterior Lamps Circuit, Sedan (2 of 2)
Exterior Lamps Circuit, Wagon (1 of 2)
Exterior Lamps Circuit, Wagon (2 of 2)
GROUND DISTRIBUTION
Ground Distribution Circuit
HEADLIGHTS
Headlamps/Fog Lamps Circuit (1 of 2)
Headlamps/Fog Lamps Circuit (2 of 2)
Headlight Circuit (1 of 2)
Headlight Circuit (2 of 2)
HORN
Horn Circuit
INSTRUMENT CLUSTER
Instrument Cluster Circuit, VDO (1 of 2)
Instrument Cluster Circuit, VDO (2 of 2)
Instrument Cluster Circuit, Yasaki (1 of 2)
Instrument Cluster Circuit, Yasaki (2 of 2)
INTERIOR LIGHTS
Courtesy Lamps Circuit
Instrument Illumination Circuit
MEMORY SYSTEMS
Memory Seats Circuit
POWER ANTENNA
Power Antenna Circuit
POWER DISTRIBUTION
Accessories Connector Circuit, Early Production
Accessories Connector Circuit, Late Production
Power Distribution Circuit (1 of 2)
Power Distribution Circuit (2 of 2)
POWER DOOR LOCKS

Central Locking Circuit, W/ Deadlock
Central Locking Circuit, W/O Deadlock
POWER MIRRORS
Power Mirror Circuit
POWER SEATS
Front Seat Heater Circuit
Rear Seat Heater Circuit
POWER TOP/SUNROOF
Power Top/Sunroof Circuits
POWER WINDOWS
Power Window Circuit
SHIFT INTERLOCKS
Shift Interlock Circuit
STARTING/CHARGING
Charging Circuit
Starting Circuit
SUPPLEMENTAL RESTRAINTS
Supplemental Restraint Circuit
TRANSMISSION
Transmission Circuit
WARNING SYSTEMS
Warning System Circuits
WIPER/WASHER
Front Wiper/Washer Circuit, Early Production
Front Wiper/Washer Circuit, Late Production
Headlamp Wiper/Washer Circuit, Early Production
Headlamp Wiper/Washer Circuit, Late Production
Rear Wiper/Washer Circuit, Early Production
Rear Wiper/Washer Circuit, Late Production
G - TESTS W/CODES
1995 Volvo 850

Volvo - Self-Diagnostics
850
INTRODUCTION
If no faults were found while performing procedures in the
F - BASIC TESTING article, proceed with self-diagnostics. If no fault
codes are present, proceed to the H - TESTS W/O CODES article for
diagnosis by symptom (i.e., ROUGH IDLE, NO START, etc.).
NOTE: All voltage tests should be performed using a Digital

Volt-Ohmmeter (DVOM) with a minimum 10-megohm input
impedance, unless stated otherwise in testing procedures.
RETRIEVING CODES
CAUTION: Self-diagnostics for fuel injection and ignition systems
are separate. Use proper information for system being
diagnosed.
Fuel Injection & Ignition Systems

Each system features a self-diagnostic function for fault
tracing. Codes are retrieved using diagnostic unit "A" located in
engine compartment, in front of right strut tower. Diagnostic unit "A"
is equipped with an LED indicator, activation button and function
selector cable. See Fig. 1.
NOTE: Diagnostic unit "B" is not used for engine performance

applications.
Fig. 1: Identifying Diagnostic Unit "A"

Diagnostic unit "A" output socket No. 2 is used for fuel

injection diagnosis, and socket No. 6 is used for ignition system
diagnosis. Once function selector cable has been inserted in correct
socket, depress button and keep depressed for more than one second
(but not more than 3 seconds). Observe LED and count number of flashes
to determine diagnostic trouble code, as faults stored in Electronic
Control Unit (ECU) memory are read by observing LED flashes. If LED
does not flash, see DIAGNOSTIC UNIT "A" LED DOES NOT FLASH.
Diagnostic systems for fuel injection and ignition each store

13 codes. All codes contain 3 digits (example: 4-1-3). Since all codes
interval separates each series of flashes. See the appropriate TROUBLE
CODE DEFINITION table.
TROUBLE CODE IDENTIFICATION

TROUBLE CODE DEFINITION - FUEL INJECTION SYSTEM ( 1)

Code Fault/Repair
1-1-1 ..................................................... No Fault

1-1-2 .................................................. Replace ECU
1-1-3 ........................ HO2S Integrator At Maximum Enrichment
1-2-1 ........................... MAF Sensor Signal Absent Or Faulty
1-2-3 ............ Engine Temperature Sensor Signal Absent Or Faulty
1-3-1 ................ Ignition System Speed Signal Absent Or Faulty
1-3-2 .......................... Battery Voltage Too High Or Too Low
2-1-2 .......................... HO2S Sensor Signal Absent Or Faulty
2-2-1 .. Adaptive HO2S Control, Engine Running Too Rich At Part Load
2-2-3 ............................ IAC Valve Signal Absent Or Faulty
2-3-1 .. Adaptive HO2S Control, Engine Running Too Lean At Part Load
2-3-2 ....... Adaptive HO2S Control, Provides Richer Mixture At Idle
3-1-1 .......................... Speedometer Signal Absent Or Faulty
4-1-1 ...................... Throttle Switch Signal Absent Or Faulty
5-1-1 ....... Adaptive HO2S Control, Provides Leaner Mixture At Idle
5-1-2 ................ HO2S Integrator At Maximum Lean Running Limit
(1) - See FUEL INJECTION DIAGNOSIS under DIAGNOSTIC TROUBLE

CODE TESTING for fault code diagnosis.

TROUBLE CODE DEFINITION - IGNITION SYSTEM ( 1)

Code Fault/Repair
1-1-1 .................................................... No Faults

1-1-2 .................................................. Replace ECU
1-2-3 ..... Engine Temp. Signal From Fuel Injection Absent Or Faulty
1-3-1 ............................................ VSS Signal Absent
1-4-3 ................... Front Knock Sensor Signal Absent Or Faulty
1-4-4 ............. Load Signal From Fuel Injection Absent Or Faulty
1-5-4 ........................................... EGR System Leakage
2-1-4 ...................................... VSS Signal Intermittent
2-4-1 ........................................... EGR Flow Incorrect
3-1-1 .......................... Speedometer Signal Absent Or Faulty
3-1-4 ............. Camshaft Position Sensor Signal Absent Or Faulty
3-2-4 ................................. Camshaft Signal Intermittent
4-1-1 .. Throttle Switch Signal From Fuel Injection Absent Or Faulty
4-1-3 .............. EGR Temperature Sensor Signal Incorrect/Missing
4-3-2 .......................... High Temperature Warning In ECU Box
4-3-3 .................... Rear Knock Sensor Signal Absent Or Faulty
5-1-3 .......................... High Temperature Warning In ECU Box
(1) - See IGNITION SYSTEM DIAGNOSIS under DIAGNOSTIC TROUBLE

CODE TESTING for fault code diagnosis.
DIAGNOSTIC UNIT "A" LED DOES NOT FLASH

1) Disconnect diagnostic unit "A". Turn ignition on. Check
for voltage at diagnostic connector terminal No. 4. If voltage is not
present, check fuse and wiring. If voltage is present, turn ignition
off.
2) Connect an ohmmeter between diagnostic connector socket
No. 8 and ground. Ohmmeter should indicate approximately zero ohms. If
reading is not approximately zero ohms, check wiring. If wiring is
okay, replace diagnostic unit "A".
DIAGNOSTIC UNIT "A" LED FLASHES BUT ECU DOES NOT RESPOND
1) Turn ignition on. Check for voltage at diagnostic socket
No. 2 (fuel injection system) or No. 6 (ignition system).
Approximately 10 volts should be present. If approximately 10 volts is
not present, check wiring.
2) Turn ignition off. Connect Measuring Unit (9813190). See
MEASURING UNIT. Connect an ohmmeter between socket No. 2 (fuel
injection system) or No. 6 (ignition system) and measuring unit
terminal No. 35. If continuity is present, repeat test using a known
good ECU.
CLEARING CODES
1) Turn ignition on. Press test button for more than 5
seconds. Release button. LED should light after 3 seconds. Press
button again for more than 5 seconds. Release button. LED should go
out.
2) To ensure codes have been cleared, press button for more
than one second (but no more than 3 seconds). If Code 1-1-1 is
displayed, codes have been cleared. If codes have not been cleared,
repeat procedure.
ECU LOCATION
Fuel injection and ignition system ECUs are located in right
front of engine compartment, in front of strut tower.
MEASURING UNIT
Connecting Measuring Unit (9813190) & Adapter (9813195)
1) Disconnect negative battery cable. Remove ECU cover
located in right front engine compartment. See Fig. 2. If measuring
unit is to be connected to fuel injection ECU, remove both fuel
injection and ignition ECUs. Press adapter into ECU base. Position
adapter lead at rear of ECUs and thread through slot next to ignition
ECU.
Fig. 2: Locating Electronic Control Units

2) Press ignition ECU into position first to avoid damage to

adapter lead. Press fuel injection ECU, with adapter connected, into
connector in bottom of ECU box. Connect measuring unit to adapter 60-
pin connector.
3) If measuring unit is to be connected to ignition ECU,
remove ignition ECU. Press adapter onto ignition ECU and pull lead
upward through slot beside ECU. Press ignition ECU, with adapter
connected, into connector in bottom of ECU box. Connect measuring unit
to adapter 60-pin connector. See Fig. 3.
Fig. 3: Installing Measuring Unit & Adapter

SELF-DIAGNOSTICS
Fuel Injection System Diagnostics
Fuel injection ECU carries out continuous checks. The
following sensors and components supply fuel injection system ECU with
information.
* Mass Airflow Sensor (MAF Sensor)

* Throttle Switch
* Engine Temperature Sensor
* Heated Oxygen Sensor (HO2S)
* A/C Compressor
* Speedometer
* Automatic Transmission ECU
* Ignition ECU, With Signals Indicating:
Engine Speed And Cooling Fan
Ignition System Diagnostics

Ignition system ECU carries out continuous checks. The
following sensors and components supply ignition system ECU with
information.
* Injectors
* Idle Air Control (IAC) Valve
* Fuel Pump
* Main Fuel System Relay
* HO2S Heating
* Emission Warning Light
ENTERING SELF-DIAGNOSTICS - FUEL INJECTION SYSTEM

NOTE: To perform diagnosis, turn ignition on. Ensure function
selector cable is in diagnostic unit "A", socket No. 2. See
Fig. 1.
Diagnostic Test Mode No. 1 (On-Board Diagnosis)

Press test button one time quickly on diagnostic unit "A" to
display codes. See Fig. 1. ECU can store 3 faults at a time in
diagnostic test mode No. 1. Diagnostic trouble codes are stored when a
faulty signal is detected.
Diagnostic Test Mode No. 2 (Function Testing)

Press test button 2 times to activate test mode No. 2. LED
should flash rapidly. ECU should deliver an acknowledgment code when a
signal is received from the following:
* 3-3-2 - Throttle switch (when throttle leaves idling

position).
* 3-3-3 - Throttle switch (when throttle leaves full-load
position).
* 1-1-4 - Ignition system ECU (when cooling fan is running).
* 1-3-4 - Low-pressure switch (when A/C compressor starts).
* 1-2-4 - AW50-42 A/T ECU (when gear selector lever is moved to
or from a drive position.
* 3-3-1 - Ignition system ECU (when transmitting speed
signals).
Diagnostic Test Mode No. 3 (Control Testing)

Press test button 3 times to activate test mode No. 3. ECU
responds by activating components in following order:
* Injectors at 12 Hz for 10 seconds (5-second pause).

* IAC valve at one Hz for 10 seconds (5-second pause).
This sequence is repeated 3 times.
ENTERING SELF-DIAGNOSTICS - IGNITION SYSTEM

NOTE: To perform diagnosis, turn ignition on. Ensure function
selector cable is in diagnostic unit "A", socket No. 6. See
Fig. 1.
Diagnostic Test Mode No. 1 (On-Board Diagnosis)

Press test button one time quickly on diagnostic unit "A" to
display codes. See Fig. 1. ECU can record and store 13 faults at a ti
me in diagnostic test mode No. 1. Diagnostic trouble codes are stored
when a faulty signal is detected.
Diagnostic Test Mode No. 2 (Function Testing)

Press test button 2 times to activate test mode No. 2. LED
should flash rapidly. ECU should deliver an acknowledgment code when a
signal is received from the following:
* 1-4-1 - VSS (as flywheel rotates).

* 3-4-2 - CMP (as camshaft rotates).
* 3-4-3 - Speedometer (as front wheels rotate).
* 3-4-4 - Fuel injection ECU (when throttle switch is operated
by opening throttle).
Diagnostic Test Mode No. 3 (Control Testing)

Press test button 3 times to activate test mode No. 3. ECU
responds by activating components in following order:
* Cooling fan at half speed for 15 seconds.

* Cooling fan at full speed for 15 seconds (15-second pause).
* Variable-flow intake manifold solenoid valve for 2 Hz for 5
seconds (5-second pause).
* Speedometer for 5 seconds by generating a speed signal for
approximately 1500 RPM (5-second pause).
The sequence is repeated 3 times.
DIAGNOSTIC TROUBLE CODE TESTING
FUEL INJECTION DIAGNOSIS

This section will cover codes dealing with fuel injection ECU
testing. Codes are followed by an explanation of how to test and
repair affected circuit.
1-1-2 (Fuel Injection ECU Fault)

Turn ignition off. Clear code. See CLEARING CODES under SELF-
DIAGNOSTIC SYSTEM. Turn ignition on and off 3-4 times. Check for code.
If code is still present, replace fuel injection ECU. If code is not
present, system is okay.
2-1-2 (HO2S Signal Absent Or Faulty)

1) To check HO2S sensor preheat resistor, go to step 5). To
check HO2S sensor signal, go to step 7). To check voltage supply to
HO2S sensor heating element, go to next step.
2) Connect measuring unit to fuel injection ECU. See
MEASURING UNIT under SELF-DIAGNOSTIC SYSTEM. Turn ignition on. Connect
voltmeter between measuring unit terminals No. 20 and 28. If battery
voltage is not present, go to next step. If battery voltage is
present, system is okay.
3) Locate oxygen sensor 2-pin connector on firewall. Use a
voltmeter to backprobe between HO2S connector terminal No. 1 and
ground. See Fig. 4. If battery voltage is not present, check wiring.
Fig. 4: Identifying HO2S Preheater Connector Terminals

4) If battery voltage is present, connect voltmeter between

measuring unit terminals No. 28 and 20. Start engine. Voltage should
fall from battery voltage to approximately .4 volt. Turn engine off.
If voltage reading does not fall to .4 volt, repeat test using a known
good ECU.
5) Turn ignition off. To check HO2S sensor preheat resistor,
connect ohmmeter between measuring unit terminals No. 19 and 28.
Depending on resistor temperature, 3-13 ohms should be present. If 3-
13 ohms are not present, use an ohmmeter and backprobe between
terminals No. 1 and 2 in HO2S 2-pin connector on firewall. See Fig. 4.
6) If approximately 3-13 ohms are present, check wire between
fuel injection ECU and HO2S sensor for an open or short circuit. If
sensor reading is still incorrect, replace HO2S sensor.
7) To check HO2S sensor signal, start engine. Connect
voltmeter between measuring unit terminals No. 22 and 23. Voltage
should vary between .1-.9 volt after about 30 seconds. If reading does
not oscillate and voltage remains constant at .5 volt, HO2S sensor,
wiring, or connector is faulty.
8) To check HO2S sensor signal at firewall connector,
disconnect HO2S connector at firewall. Backprobe with voltmeter
between connector terminal No. 2 and ground. If voltage reading
oscillates, check wiring between fuel injection ECU and HO2S sensor
for an open or short circuit. If voltage reading remains constant at .
5 volt, repeat test using new HO2S sensor.
1-1-3 (HO2S Integrator At Maximum Enrichment Limit),

2-2-1 (Adaptive HO2S Control Rich At Part Load),
2-3-1 (Adaptive HO2S Control Lean At Part Load) &
5-1-2 (HO2S Integrator At Maximum Lean Running Limit)
1) Code 1-1-3 or 2-2-1 means that engine is running lean.
This may be caused by an air leak or an HO2S sensor fault. Code 2-3-1
or 5-1-2 means that engine is running rich. This may be caused by high
fuel pressure, leaking injector(s), faulty MAF signal or faulty HO2S
sensor.
MEASURING UNIT under SELF-DIAGNOSTIC SYSTEM. To check HO2S sensor
signal, start engine. Connect voltmeter between measuring unit
terminals No. 22 and 23. Voltage should vary between .1-.9 volt after
about 30 seconds.
3) If voltmeter indicates a constant one or zero volts, HO2S
sensor is interpreting lean air/fuel ratio or is shorted to ground.
Disconnect HO2S sensor connector at firewall. Use a voltmeter and
backprobe between connector terminal No. 2 and ground. See Fig. 4.
4) If voltage remains constant at zero or one volt, check
engine CO adjustment. If voltage varies between .1-.9 volt and code is
still present, HO2S control is adjusting CO correctly but fuel
injection ECU is indicating fault. Check engine CO.
5) To check CO, connect CO meter to CO tap in exhaust pipe.
Start and run engine to operating temperature. Disconnect HO2S
connector. Display, record, then erase codes. Check CO.
6) If meter indicates low CO and engine operates very
unevenly, engine is running lean. See Codes 1-1-3 and 2-2-1. If meter
indicates high CO (greater than 2.5 percent), engine is running rich
and system must make mixture leaner to compensate for fuel leakage or
other fault. See Codes 2-3-1 and 5-1-2.
7) If CO content is .3-2.5 percent and engine runs normally,
reconnect HO2S sensor and recheck CO content. If reading becomes too
high or low, repeat test using new HO2S sensor. If CO content is still
incorrect, repeat test using new fuel injection ECU.
1-2-1 (MAF Signal Absent Or Faulty)

MEASURING UNIT under SELF-DIAGNOSTIC SYSTEM. To check Mass Airflow
(MAF) sensor signal, turn ignition on. Connect voltmeter between
measuring unit terminals No. 13 and 20. About 2.7 volts should be
present. Start engine. About 3.5 volts should be present at idle with
engine hot. Turn engine off. If voltages are okay, go to step 3) and
check MAF sensor ground circuit. If voltages are not okay, go to next
step.
2) Turn ignition on. Connect voltmeter between MAF sensor
connector terminal No. 4 and ground. See Fig. 5. Voltage should be
about 2.7 volts. Start engine. Voltage should be about 3.5 volts
during idle with engine hot. If voltages are correct, check voltage
supply for an open or short circuit. If voltages are incorrect, go to
next step and check MAF sensor ground circuit.
Fig. 5: Identifying MAF Sensor Connector Terminals

3) Turn ignition off. Connect ohmmeter between MAF connector

terminal No. 2 and ground, then between connector terminal No. 1 and
ground. See Fig. 5. Ohmmeter should indicate about zero ohms in both
instances. If reading is okay, go to step 5). If reading is incorrect,
go to next step.
4) Ensure ignition is off. Connect ohmmeter between measuring
unit terminals No. 20 and 8, then between terminals No. 20 and 12.
Ohmmeter should indicate about zero ohms in both instances. If reading
is incorrect, repeat test using new fuel injection ECU. If reading is
correct, go to next step and check MAF sensor voltage supply.
5) Turn ignition on. Connect voltmeter between ground and MAF
sensor connector terminal No. 3. See Fig. 5. Voltmeter should indicate
battery voltage. If voltage is not present, check for an open or short
circuit in voltage supply. If voltage is present, repeat test using
new MAF sensor.
1-2-3 (Engine Temperature Sensor Signal Absent Or Faulty)


voltmeter between measuring unit terminals
No. 14 and 15. Voltmeter
should indicate about 1.8 volts at 68 F (20 C) and about 250
millivolts when engine is at operating temperature.
2) If voltage is not to specification, check output voltage
from fuel injection ECU. Disconnect temperature sensor connector. Turn
ignition on. Connect voltmeter between measuring unit terminals No. 14
and 15. About 5 volts should be present.
3) If voltage is not to specification, check circuit between
temperature sensor and ECU for an open or short circuit. If circuit is
okay, repeat test using new ECU. If circuit is not okay, go to next
step.
4) Ensure ignition is off. Repair circuit between temperature
sensor and ECU, ensuring sensor terminal No. 14 is grounded. Connect
ohmmeter between measuring unit terminals No. 20 and 14. Ohmmeter
should indicate about zero ohms. If resistance is not to
specification, repeat test using new fuel injection ECU.
5) If resistance is to specification, check resistance
between measuring unit terminals No. 14 and 15. See TEMPERATURE SENSOR
RESISTANCE SPECIFICATIONS table. If resistances are not to
specification, replace sensor or repair wiring as necessary. Clear any
codes in other systems.
TEMPERATURE SENSOR RESISTANCE SPECIFICATIONS TABLE

68 (20) ............................................. 2800

140 (60) ............................................. 560
194 (90) ............................................. 206

2-2-3 (IAC Valve Signal Absent Or Faulty)
1) Check operation of idle valve in test mode No. 3. See
DIAGNOSTIC TEST MODE NO. 3 under SELF-DIAGNOSTICS. If valve does not
operate, turn ignition on. Connect voltmeter between valve connector
terminal No. 2 (Green wire) and ground. If battery voltage is not
present, check wiring. If battery voltage is present, check voltage
between connector terminals No. 1 (Blue/Black wire) and No. 3
(Blue/White wire). If voltage is not present, check wiring.
2) Connect voltmeter between ground and connector terminal
No. 1 (Blue/Black wire). About 11 volts should be present. Connect
voltmeter between ground and connector terminal No. 3 (Blue/White
wire). About 5 volts should be present. If voltages are not as
indicated, check wiring for an open or short circuit. If wiring is
okay, replace Idle Air Control (IAC) valve. If voltages are correct or
valve operates, fault may be intermittent. Check IAC valve signal.
3) To check IAC valve signal, connect measuring unit to fuel
injection ECU. Start engine. Connect voltmeter between measuring unit
terminals No. 16 and 29. About 11.8 volts should be present with
engine idling at operating temperature. Connect voltmeter between
measuring unit terminals No. 17 and 29. About 7 volts should be
present. If voltage is not present as specified, check wiring.
4) To check voltage from IAC valve to fuel injection ECU,
turn ignition on. Connect voltmeter between measuring unit terminals
No. 16 and 29. About 11 volts should be present. Connect voltmeter
between measuring unit terminals No. 17 and 29. About 5 volts should
be present. Turn ignition off.
5) If no voltage was present, check wiring between valve and
ECU for an open circuit. If voltage was present, go to next step and
check IAC valve coil resistance.
6) Turn ignition off. Connect ohmmeter between measuring unit
terminals No. 16 and 17. About 25 ohms should be present. If
resistance at measuring unit is incorrect, check resistance at valve
connector to determine if fault is in valve or wiring. Replace valve
or repair wiring as necessary.
2-3-2 (Adaptive HO2S Control Provides Richer Mixture At Idle)

1) If Codes 2-1-2 or 1-1-3 are displayed, go to step 8) and
check HO2S sensor lead. If Code 2-2-1 is displayed, go to next step.
2) Disconnect Mass Airflow (MAF) sensor connector. Turn
ignition on. Connect voltmeter between MAF sensor connector terminal
No. 4 and ground. See Fig. 5. If voltmeter indicates about 2.7 volts,
go to next step. If voltmeter does not indicate about 2.7 volts, clean
MAF sensor connector and measure voltage again. If voltage is still
incorrect, repeat test using new MAF sensor. Clear codes. See
CLEARING CODES.
3) Disconnect HO2S female connector to ECU. Turn ignition on.
Connect voltmeter between connector terminal No. 2 and ground. See
Fig. 6. If about zero volts are present, check circuit between HO2S
connector terminal No. 2 and fuel injection ECU for an open circuit.
If voltmeter indicates more than 5 volts, check circuit between HO2S
connector terminal No. 2 and fuel injection ECU for a short to
voltage. If voltmeter indicates about 2 volts, go to next step.
4) Turn ignition on. Connect voltmeter between HO2S connector
terminal No. 1 and ground. See Fig. 6. If battery voltage is present,
go to next step. If battery voltage is not present, check circuit
between HO2S connector No. 1 and main relay No. 3. See Figs. 6 and 7.
Fig. 6: Identifying HO2S & EGR Temperature Sensor Connector Terminals

Fig. 7: Identifying Main Relay Connector Terminals

5) Turn ignition off. Connect an ohmmeter between both male

pins of HO2S connector. If ohmmeter indicates about 3-13 ohms,
(depending on temperature), go to next step. If ohmmeter does not
indicate about 3-13 ohms, retest system using a new oxygen sensor.
6) Check for leakage at vacuum lines and connections. See the
M - VACUUM DIAGRAMS article. If vacuum leaks are found, repair as
necessary and clear codes. If vacuum leakage is not found, go to next
step.
7) Check fuel pressure. See procedures under FUEL SYSTEM in
the F - BASIC TESTING article. If fuel pressure is correct, see test
procedures under ELECTRONIC CONTROL UNIT - FUEL INJECTION in the
I - SYSTEM/COMPONENT TESTS article. If fuel pressure is incorrect,
repair as necessary. Clear codes, if present.
8) If Codes 2-1-2 or 1-1-3 were displayed in step 1), turn
ignition on. Disconnect HO2S male connector at ECU. Connect voltmeter
between connector terminals No. 1 and 2. See Fig. 6. Voltmeter should
indicate approximately .4-.5 volt. If voltage is to specification, go
to next step. If voltage is not to specification, reconnect connector
and go to step 10).
9) Reconnect HO2S connector. Start engine and run to normal
operating temperature. Connect voltmeter between HO2S connectors No. 1
and 2. See Fig. 6. Voltmeter should indicate .1-.9 volt. If voltage is
not present, repeat test using new HO2S sensor. Clear codes. If
voltage is present, fault is intermittent. Check HO2S connector for
damage or poor connection. Clear codes.
10) If voltage was not to specification in step 8), turn
ignition off. Disconnect fuel injection ECU. Connect an ohmmeter
between connector terminals No. 1 and 2. If ohmmeter indicates
infinite resistance, check Green/Black wire between connector terminal
No. 2 and ECU pin No. 22 for an open circuit. If ohmmeter does not
indicate infinite resistance, check Green/Black wire between connector
terminal No. 2 and ECU pin No. 22 for a short to ground. Clear codes.
4-1-1 (Throttle Switch Signal Absent Or Faulty)

1) Activate diagnostic test mode No. 2. See DIAGNOSTIC TEST
MODE NO. 2 under SELF-DIAGNOSTICS. Turn throttle slightly. If Code 3-
3-2 is displayed, switch function is okay in idling position.
2) Turn throttle to WOT and release. If Code 3-3-3 is
displayed, switch function is okay in wide open position. If codes are
not displayed, check throttle switch wiring, supply and resistance. If
codes are displayed, fault may be intermittent. Check signal, supply
and ground.
3) Connect measuring unit to fuel injection ECU. SEE
voltmeter between measuring unit terminals No. 1 and 14. At idle
position, about .6 volt should be present. In full load position,
about 4.2 volts should be present. If voltage is not present or to
specification, connect voltmeter between measuring unit terminals No.
2 and 20. Voltmeter should indicate 5 volts.
4) Turn ignition off. Connect ohmmeter between measuring unit
terminals No. 14 and 20. Ohmmeter should indicate about zero ohms. If
voltage was not present or ground connection was faulty, check wiring
for short to ground or voltage. If wiring is okay, repeat test using
new fuel injection ECU. If voltage is present and resistance check
shows ground is okay, go to next step.
5) Check throttle switch resistance by connecting ohmmeter
between measuring unit terminals No. 14 and 2. About 1800-2200 ohms
should be present. Measure resistance between measuring unit terminals
No. 14 and 1. Resistance should be about 1000 ohms at idle and 2600
ohms at full load.
6) If resistances are not to specification, take resistance
measurements at throttle switch connector to determine whether fault
is in switch or wiring. If switch is faulty, replace switch. Clear
codes if any exist in other systems. Check diagnostic test mode No. 1
to check for codes in A/T and ignition system if code is displayed.
See DIAGNOSTIC TEST MODE NO. 1 under SELF-DIAGNOSTICS.
1-3-2 (Battery Voltage Too Low Or High)

Connect measuring unit to fuel injection ECU. See
MEASURING UNIT under SELF-DIAGNOSTIC SYSTEM. Connect voltmeter between
measuring unit terminals No. 10 and 20. Start engine and check
voltmeter for battery voltage. If voltage is too low or high, check
battery and charging system for malfunction.
1-3-1 (Ignition Speed System Signal Absent Or Faulty)

1) Activate test mode No. 2. See TEST MODE NO. 2 under
SELF-DIAGNOSTICS. Operate starter motor. Code 3-3-1 should display. If
code is not present, check speed signal from ignition system. If code
is present, fault may be intermittent.
2) Turn ignition off. Connect measuring unit to fuel
injection ECU. See MEASURING UNIT under SELF-DIAGNOSTIC SYSTEM.
Connect voltmeter between measuring unit terminals No. 51 and 20.
Operate starter motor. Voltmeter should indicate 5-7 volts. If voltage
is not as specified, check wiring between fuel injection and ignition
ECUs. In addition, check output signal from ignition ECU.
3) Turn ignition off. Connect measuring unit to ignition ECU.
Connect voltmeter between measuring unit terminals No. 51 and 20.
Operate starter motor. Voltmeter should indicate 5-7 volts. If voltage
is not as specified, remove fuel injection ECU and repeat test. If
voltage is still not present, repeat test with new ignition ECU.
3-1-1 (Speedometer Signal Absent Or Faulty)
1) Test drive vehicle. If speedometer does not operate, fault
is not in fuel system. If speedometer operates during test drive,
instrument cluster is receiving input signal. Activate diagnostic test
mode No. 1 for instrument panel (socket No. 7) and ignition system
(socket No. 6). Display codes (if present).
2) If speedometer signal is absent and Codes 1-3-1
(instrument cluster) and 3-1-1 (ignition system) are present, wiring
between instrument cluster, cruise control, and fuel injection and
ignition systems is possibly open or shorted to ground or voltage.
3) To check speed signal, connect measuring unit to fuel
injection ECU. See MEASURING UNIT under SELF-DIAGNOSTIC SYSTEM. Raise
and support vehicle so front wheels are off ground. Turn ignition on.
Connect voltmeter between measuring unit terminals No. 20 and 48. Spin
front wheels. Voltage should vary between 0-12 volts. If voltage is
consistently high or low, check wiring for an open or short circuit.
If no fault is present, replace fuel injection ECU.
5-1-1 (Adaptive HO2S Control Provides Leaner Mixture At Idle)

1) Turn ignition on. Connect voltmeter between Mass Airflow
(MAF) sensor connector terminal No. 4 and ground. See Fig. 5. If
voltmeter indicates about 2.7 volts, go to next step. If voltage is
not to specification, clean MAF sensor connector and repeat test. If
still incorrect, repeat test using new MAF sensor.
2) Check engine oil level and condition and adjust as
necessary. If oil level was incorrect or oil was contaminated, clear
codes. If oil level and oil condition are okay, check Fuel Evaporative
(EVAP) system and repair as necessary. See I - SYSTEM/COMPONENT TESTS
article. If EVAP system is okay, check fuel pressure. See FUEL SYSTEM
in the C - SPECIFICATIONS article. If fuel pressure is incorrect,
repair as necessary and clear codes.
3) If fuel pressure is correct, check fuel injection ECU
signals. See ELECTRONIC CONTROL UNIT - FUEL INJECTION in the
I - SYSTEM/COMPONENT TESTS article. Clear codes.
IGNITION SYSTEM DIAGNOSIS

1-1-2 (ECU Fault)
Clear code. Turn ignition on, wait a few seconds, then start
engine. Repeat this procedure several times. If code resets, replace
ignition ECU. If code does not reset, check knock control circuit by
driving vehicle at high load and speed above 3000 RPM. If code
returns, replace ignition ECU.
1-2-3 (Engine Temperature Sensor Signal Absent Or Faulty)

1) Activate diagnostic test mode No. 1 and check if codes
have been set by fuel injection (socket No. 2) and instrument panel
(socket No. 7) systems. See DIAGNOSTIC TEST MODE NO. 1 under
SELF-DIAGNOSTICS. If fuel injection Code 1-2-3 and instrument panel
Codes 1-2-1 and 1-2-2 are displayed, check fuel injection Code 1-2-3.
2) If code is present in ignition system and instrument panel
but not in fuel injection system, go to next step. If code is not
recorded in fuel injection system or instrument panel, go to step 4).
3) Check for an open or short circuit between fuel injection
and ignition system terminals No. 53 (Green/Gray wire). If wire is
okay, repeat test using new fuel injection ECU.
4) If code is present in ignition system but not in fuel
injection or instrument panel system, check wire between fuel
injection and ignition system terminals No. 53 (Green/Gray wire) for
an open circuit. If circuit is okay, repeat diagnosis using new
ignition ECU.
1-3-1 (VSS Signal Absent) & 2-1-4 (VSS Signal Intermittent)
1) Connect measuring unit to ignition ECU. See MEASURING UNIT
under SELF-DIAGNOSTIC SYSTEM. To check VSS signal, connect voltmeter
between measuring unit terminals No. 1 and 2. Operate starter motor.
Voltmeter should indicate 300-400 millivolts with ignition switch in
START position and about one volt with engine running.
2) If voltage is not present, turn ignition off. Connect an
ohmmeter between measuring unit terminals No. 1 and 2. Resistance
should be 200-400 ohms, depending on temperature. Connect ohmmeter
between measuring unit terminals No. 2 and 20. About zero ohms should
be present.
3) Disconnect Camshaft Position (CMP) sensor connector to
prevent it from setting code. Use diagnostic test mode No. 2 and
recheck sensor signal. See DIAGNOSTIC TEST MODE NO. 2 under
SELF-DIAGNOSTICS. Operate starter motor. Code 1-4-1 should be
displayed (vehicle speed sensor). If code is not displayed, repeat
test using new ignition ECU.
4) If no electrical fault is found, ensure carrier plate is
not damaged or distorted. This problem, which applies primarily to A/T
vehicles, can prevent engine from starting and set a code.
1-4-3 (Front Knock Sensor Signal Absent Or Faulty) &

4-3-3 (Rear Knock Sensor Signal Absent Or Faulty)
Connect jumper wire between knock sensor connector terminals.
Connect measuring unit to ignition ECU. See MEASURING UNIT under SELF-
DIAGNOSTIC SYSTEM. Connect ohmmeter between measuring unit terminals
No. 22 and 23, or 24 and 25, depending on knock sensor being checked.
About zero ohms should be present. If resistance is as specified,
replace knock sensor. If resistance is not as specified, check
ignition ECU wiring.
1-4-4 (Load Signal From Fuel Injection System Absent/Faulty)

1) Check for codes in other systems by activating test mode
No. 1. See DIAGNOSTIC TEST MODE NO. 1 under SELF-DIAGNOSTICS. Clear
codes in ignition and fuel injection systems (if present) and test
drive car.
2) If code reoccurs, connect measuring unit to ignition ECU.
See MEASURING UNIT under SELF-DIAGNOSTIC SYSTEM. Start engine. Connect
voltmeter between measuring unit terminals No. 20 and 42. With engine
idling at normal operating temperature, approximately 50 millivolts
should be present. Voltage reading should increase with engine RPM. If
signal is present, repeat diagnostic test using different ignition
ECU.
3) If signal is not present, turn ignition off. Connect
ohmmeter between measuring unit terminals No. 20 and 42. Infinite ohms
should be present. If zero ohms are present, circuit is shorted to
ground.
and 42. Turn ignition on. If battery voltage is present, circuit is
shorted to voltage.
5) If voltage readings are okay but signal is still not
present, measure resistance in circuit between ignition ECU terminal
No. 12 and fuel injection ECU terminal No. 12 (Pink wire). If circuit
is okay but signal is still not present, repeat test using new fuel
injection ECU. Clear all codes in all other systems. See DIAGNOSTIC
TEST MODE NO. 1 under SELF-DIAGNOSTICS.
1-5-4 (EGR System Leakage)

1) Symptom of EGR system
leakage is rough idle. Code will set
when engine temperature is 150 F (65 C) or less, and temperature
sensor detects an increasing temperature. If ECU detects that
temperature of EGR temperature sensor varies
by more than a preset
limit before temperature has reached 150 F (65 C), ECU will interpret
condition as an EGR flow and will initiate a code. Some faults that
can produce this code include:
* Leaking EGR valve.

* Signal to EGR controller faulty.
* EGR controller defective.
* Poor ground.
* Engine thermostat defective.
2) Start engine and listen to idle. If idle is okay, go to

step 4) and check engine temperature. If idle is not okay, disconnect
EGR controller connector. If idle is still rough, go to next step and
check EGR controller. If idle is now okay, check Green/Brown wire
between ignition ECU terminal for a short to ground.
3) To check EGR controller, run engine at idle. Carefully
disconnect Yellow hose from EGR controller. If idle is now okay,
repeat test using new EGR controller. If idle is still rough, turn
ignition off. Carefully disconnect Yellow hose from EGR valve. Check
hose for blockage or leaks. If Yellow hose is okay, repeat test using
new EGR valve. If hose is blocked or leaking, replace hose. In both
cases, clear codes.
4) Check engine temperature gauge with engine running. If
gauge pointer does not rise to normal and top radiator hose is hot, go
to next step. If gauge shows normal operating temperature and top
radiator hose is hot, go to step 6). If gauge pointer rises slowly and
top radiator hose is not at normal operating temperature, retest
system using new thermostat. Clear codes.
5) Turn ignition off. Disconnect Mass Airflow (MAF) sensor
connector. Connect an ohmmeter between MAF sensor connector terminal
No. 2 and ground. See Fig. 5. If ohmmeter indicates about zero ohms,
go to next step. If ohmmeter does not indicate about zero ohms,
disconnect electrical connector located under intake manifold, on
engine block. Clean and reconnect connector. Clear codes.
6) Code may be set by contact resistance at EGR and engine
temperature sensor connector. Clean and protect EGR and engine
temperature sensor connectors from oxidation, dirt, etc. Clear codes.
2-4-1 (EGR Flow Incorrect)

1) EGR temperature sensor signal should change when signal
from ECU is sent to vacuum controller. If signal does not change, ECU
registers a fault and sets code. Possible faults include:
* Break in signal lead.

* No voltage at EGR controller.
* Faulty EGR controller.
* Poor vacuum supply to EGR valve (White vacuum hose).
* Faulty Yellow vacuum hose.
* EGR valve does not open.
2) To check operation of EGR vacuum controller, start and run

engine so it reaches normal operating temperature. Put hand on EGR
controller and increase engine speed several times over 2000 RPM. If
EGR controller produces a ticking sound, go to next step. If EGR
controller is not ticking, go to step 9) and check voltage supply to
EGR controller.
3) Ensure engine is still running. Carefully disconnect White
vacuum hose from EGR controller and check for vacuum. If vacuum is not
present, check White vacuum hose between controller and intake
manifold. If vacuum is present, go to next step and check vacuum from
EGR controller.
4) Turn ignition off. Reconnect White vacuum hose to EGR
controller. Carefully disconnect Yellow vacuum hose from EGR
controller. Connect vacuum gauge to EGR controller. Start engine.
Increase engine speed repeatedly. If gauge pointer moves rapidly,
verifying EGR controller is passing vacuum, go to step 6) and check
EGR valve. If gauge does not move rapidly, go to next step.
5) Turn ignition off. Carefully disconnect Yellow vacuum hose
at both ends. Check Yellow vacuum hose for blockage. If hose is okay,
repeat test using new EGR controller. If hose is blocked, repeat test
using new vacuum hose.
6) To check EGR valve, turn ignition off. Reconnect Yellow
vacuum hose to EGR valve. Connect vacuum pump to Yellow vacuum hose at
EGR controller. Start engine. Increase vacuum to 9 in. Hg. (30 kPa).
Ensure EGR valve retains vacuum (engine will run rough).
7) If engine runs rough when vacuum pump shows vacuum but
vacuum pump loses vacuum, check Yellow vacuum hose for leakage. If
hose is okay, retest using new EGR valve. Clear codes. If engine idles
evenly when vacuum pump shows vacuum and vacuum pump maintains vacuum,
ensure EGR pipe is not blocked. If pipe is not blocked, repeat test
using new EGR valve. Clear codes.
8) If engine idles rough when vacuum pump shows vacuum and
vacuum pump maintains vacuum, fault is intermittent. Check vacuum
controller connector. If connector is okay, check Green/Brown wire
between EGR controller terminal No. 1 and ignition ECU terminal No. 27
for intermittent short to voltage or ground.
9) If EGR controller was not ticking in step 2), check
voltage at EGR controller. Turn ignition on. Disconnect EGR controller
connector. Connect voltmeter between EGR controller connector terminal
No. 2 and ground. See Fig. 8. If voltmeter indicates battery voltage,
go to next step and check signal lead. If no voltage is present, check
for open circuit in Green wire between EGR controller terminal No. 2
and main relay terminal No. 3. Clear codes.
Fig. 8: Identifying EGR Controller Connector Terminals

10) To check signal lead, turn ignition on. Disconnect EGR

controller connector. Connect voltmeter between wiring side of EGR
controller terminals No. 1 and 2. See Fig. 8. If battery voltage is
not present, check for open circuit or short to voltage in Green/Brown
wire between EGR controller terminal No. 1 and ignition ECU terminal
No. 27. Clear codes. If battery voltage is present, go to next step.
11) To check EGR controller resistance, turn ignition off.
Disconnect EGR controller connector. Connect an ohmmeter between EGR
controller
terminals. See Fig. 8. If ohmmeter shows 75-95 ohms at 68 F
(20 C), check EGR controller connections for
oxidation.
Clear codes.
If ohmmeter does not show 75-95 ohms at 68 F (20 C), repeat test using
new EGR controller. Clear codes.
3-1-1 (Speedometer Signal Absent Or Faulty)

1) Test drive vehicle. If speedometer does not operate, fault
is not in ignition system. If speedometer operates during test drive,
instrument cluster is receiving input signal. Activate diagnostic test
mode No. 1 for instrument cluster (socket No. 7) and fuel injection
system (socket No. 2). See DIAGNOSTIC TEST MODE NO. 1 under
SELF-DIAGNOSTICS. Display codes (if present).
2) If speedometer signal is absent, and Codes 1-3-1
(instrument cluster) and 3-1-1 (fuel injection system) are present,
wiring between instrument cluster, cruise control, and fuel injection
and ignition systems is possibly open or shorted to ground or voltage.
3) To check speed signal, connect measuring unit to ignition
ECU. See MEASURING UNIT under SELF-DIAGNOSTIC SYSTEM. Raise and
support front wheels of vehicle. Turn ignition on. Connect voltmeter
between measuring unit terminals No. 20 and 48. Spin front wheels.
Voltage should vary between 0-12 volts. If voltage is consistently
high or low, check wiring for an open or short circuit. If no fault is
present, replace ignition ECU.
3-1-4 & 3-2-4 (Camshaft Position Sensor Signal Absent/Faulty)

1) Turn ignition off. Connect measuring unit to ignition ECU.
See MEASURING UNIT under SELF-DIAGNOSTIC SYSTEM. Connect voltmeter
between measuring unit terminals No. 4 and 20. Operate starter motor.
Voltage should vary between .1-5 volts. If voltage is incorrect, take
measurement directly at Camshaft Position (CMP) sensor.
2) Turn ignition off. If signal is still absent or faulty,
check CMP ground and supply by connecting an ohmmeter between
measuring unit terminals No. 15 and 20. About zero ohms should be
present. If reading is incorrect, repeat test using new ignition ECU.
3) To check CMP supply voltage, connect voltmeter between
measuring unit terminals No. 14 and 20. Turn ignition on.
Approximately 10 volts should be present. If voltage supply and ground
connections are okay, but signal is still not present, take
measurement at CMP connector. If voltage supply and ground connections
are okay, but signal is still not present, replace CMP.
4) To check CMP signal in diagnostic test mode No. 2,
disconnect Vehicle Speed Sensor (VSS) connector to prevent it from
displaying a trouble code. Activate diagnostic test mode No. 2. See
DIAGNOSTIC TEST MODE NO. 2 under SELF-DIAGNOSTICS. Start engine. Code
3-4-2 should be displayed. If code is not displayed, repeat test using
new ignition ECU.
4-1-1 (Throttle Switch Signal Absent Or Faulty)

1) Activate fuel injection diagnostic test mode No. 1. See
DIAGNOSTIC TEST MODE NO. 1 under SELF-DIAGNOSTICS. Check whether
throttle switch code recorded. If code recorded, see 4-1-1 (THROTTLE
SWITCH SIGNAL ABSENT OR FAULTY) under FUEL INJECTION DIAGNOSIS. If
fault is not in fuel injection system, connect measuring unit to
ignition ECU. See MEASURING UNIT under SELF-DIAGNOSTIC SYSTEM.
2) Ensure ignition is off. Connect ohmmeter between measuring
unit terminals No. 20 and 50. Very high or infinite resistance should
be present. A reading of zero ohms indicates a short to ground is
present.
and 50. Turn ignition on. If battery voltage is present, circuit is
shorted to voltage. If resistance and voltage measurements are okay
but signal is still absent, turn ignition off.
4) Use an ohmmeter and check continuity between ignition and
fuel injection ECU terminals No. 20 (Green/Brown wire). If circuit is
okay but signal is still not present, repeat test using a known good
fuel injection ECU. Clear codes if any exist in other systems. Check
diagnostic test mode No. 1 to check for codes in A/T and ignition
system if code is displayed. See DIAGNOSTIC TEST MODE NO. 1 under
SELF-DIAGNOSTICS.
4-1-3 (EGR Temperature Sensor Signal Incorrect/Missing)

1) ECU uses EGR temperature sensor signal to determine
whether an EGR flow is present. A code will set if signal from sensor
to ECU is too high, too low or incorrect. Following fault sources can
cause an incorrect or missing EGR temperature sensor:
* Faulty EGR temperature sensor (open or short circuit).

* Signal lead short circuit.
* Signal lead short circuit to ground.
* Ground lead open circuit.
* Signal lead short circuit to another lead.
* Loose contact at EGR temperature sensor connector.
* Tracking current at EGR temperature sensor connector.
2) Turn ignition off. Disconnect EGR temperature sensor.

Check and clean EGR temperature sensor connector. Connect ohmmeter
between wiring side of temperature sensor connector terminal No. 2 and
ground.
3) If ohmmeter indicates about zero ohms, go to next step and
check signal lead. If ohmmeter shows infinite resistance, check
Green/Black wire between temperature sensor connector terminal No. 2
and ignition ECU terminal No. 16 for an open circuit. If ohmmeter
shows more than 5 ohms, disconnect ground wire located under intake
manifold on engine block. Clean and reconnect connector. Clear codes.
4) To check signal lead, turn ignition on. Disconnect EGR
temperature sensor connector. Connect voltmeter between EGR
temperature sensor terminals No. 1 and 2. See Fig. 6. If voltmeter
indicates about 5 volts, go to step 6) and check EGR temperature
sensor. If voltmeter indicates about zero volts, go to step 9) and
check signal lead resistance.
5) If voltmeter shows more than 5 volts, check Green/Yellow
wire between EGR temperature sensor terminal No. 1 and ignition ECU
terminal No. 5 for short to voltage. In addition, EGR temperature
sensor can be faulty if signal lead has shorted to voltage. For this
testing, go to next step.
6) To check EGR temperature sensor, turn ignition off.
Reconnect EGR temperature sensor connector. Connect measuring unit to
ignition ECU. See MEASURING UNIT under SELF-DIAGNOSTIC SYSTEM.
Disconnect ignition ECU. Connect ohmmeter between measuring unit

terminals No. 5 and 6. If ohmmeter indicates about 2000 ohms at 68 F
(20 C), go to next step. If infinite resistance is present, repeat
test using new EGR temperature sensor. Clear codes.
7) To check EGR temperature sensor signal, reconnect ignition
ECU and start engine. Connect voltmeter between measuring unit
terminals No. 5 and 16. Voltmeter should indicate 1.8-4.6 volts
depending on temperature (voltage drops as temperature rises).
8) Disconnect Yellow vacuum line from EGR controller. Connect
vacuum pump to hose facing EGR valve. Increase vacuum. Engine should
idle rough. If voltage drops slowly as temperature rises, temperature
sensor is okay. Check EGR temperature sensor connector for poor
connection. Clear codes. If voltage does not drop as temperature
rises, retest using new EGR temperature sensor.
9) If voltmeter indicated about zero volts in step 4), check
resistance of signal lead to ground. Turn ignition off. Disconnect
ignition ECU. Connect ohmmeter between EGR temperature sensor
terminals No. 1 and 2. See Fig. 6. If ohmmeter indicates infinite
resistance, check Green/Yellow wire between EGR temperature sensor
terminal No. 1 and ignition ECU terminal No. 5 for an open circuit. If
ohmmeter does not indicate infinite resistance, check Green/Yellow
wire for a short to ground. In both instances, clear codes.
4-3-2 & 5-1-3 (High Temperature Warning In ECU Box)

Code 4-3-2 is recorded if temperature in ECU box exceeds
185 F (85 C) for more than 18 seconds. Code 5-1-3
is recorded if
temperature continues to rise and exceeds 203 F (95 C) for more than
18 seconds. If this problem is persistent, install accessory fan kit
in ECU holder.
SUMMARY
If no hard fault codes (or only pass codes) are present,
driveability symptoms exist or intermittent codes exist, proceed to
the H - TESTS W/O CODES article for diagnosis by symptom (i.e., ROUGH
IDLE, NO START, etc.) or intermittent diagnostic procedures.
G - TESTS W/CODES - TURBO
1995 Volvo 850

Volvo - Self-Diagnostics
850 Turbo
INTRODUCTION
If no faults were found while performing BASIC DIAGNOSTIC
PROCEDURES, proceed with SELF-DIAGNOSTIC SYSTEM. If no fault codes or
only pass codes are present, proceed to H - TESTS W/O CODES article
for diagnosis by symptom (i.e., ROUGH IDLE, NO START, etc.).
NOTE: All voltage tests should be performed using a Digital

Volt-Ohmmeter (DVOM) with a minimum 10-megohm input
impedance, unless specifically stated otherwise in testing
procedures.
850 turbo uses a Motronic 4.3 control system, which has a
single Electronic Control Module (ECM) to control fuel injection and
ignition systems. In addition, Motronic 4.3 control system
incorporates an on-board diagnostic function. Signals from various
sensors are monitored continuously. If certain signals are lost or
become faulty, ECM will adopt fixed substitute values (limp-home mode)
to enable vehicle to be driven for certain failures. Substitute values
can be adopted for Engine Coolant Temperature (ECT) sensor signal,
Throttle Position (TP) sensor signal, Mass Airflow (MAF) sensor
signal, and oxygen sensor (HO2S) signal. See Fig. 1.
NOTE: To avoid confusion thinking there is an intermittent

malfunction with Malfunction Indicator Light (MIL),
carefully read following text.
ECM stores Diagnostic Trouble Codes (DTCs) differently in

accordance with a predetermined pattern. An emission related fault
must be present for a predetermined number of intervals before ECM
permanently stores a DTC and illuminates Malfunction Indicator Light
(MIL). If fault is cleared before a specified interval has passed, DTC
is erased from memory. There are 3 main types of intervals:
* Trip - All diagnostic functions have been performed.

* Running Cycle - Fuel trim (closed loop) has been initiated.
* Time - Time in seconds.
If a fault disappears for any reason after DTC has been

recorded permanently by ECM, DTC information will be retained by ECM.
Each time the fault occurs, first counter will advance one. Each trip
completed without a reoccurrence, a second counter will count down
from 3 to zero. When second counter has reached zero, MIL will
extinguish (if illuminated) and a third counter will start counting
down. The third counter counts number of warm-up cycles (starting at
40). A warm-up cycle is when engine temperature is less than 104 F
(40 C) at engine start and exceeds 183 F (84 C). When third counter
reaches zero, DTC is erased from ECM memory. If a fault reoccurs, the
second and third counter revert to their original settings and the
first counter advances one.
Faults are recorded in ECM memory in the form of Diagnostic
Trouble Codes (DTCs). Codes can be displayed using one of 4 methods:
* Using LED on Volvo diagnostic unit in engine compartment to
display codes. See Fig. 1.
* Using Volvo Scan Tool (998-8686) connected to Volvo Data Link
Connector (DLC) in engine compartment.
* Using a generic scan tester connected to On-Board Diagnostics
II (OBD II) Data Link Connector (DLC). DLC is located in
center console in front of gear shift lever. See Fig. 3.
On-board diagnostic unit for retrieving codes is located in

right front of engine compartment. Diagnostic unit is equipped with an
LED indicator, activation button and function select cable.
Diagnostic unit output socket No. 2 is used to retrieve
codes. Once selector cable has been inserted in correct slot,
depressing button once, twice or 3 times selects from one of 3 control
(fault tracing) functions. Faults stored in ECM memory are read by
observing LED flashes.
All fault codes contain 3 digits (example: 2-1-3). Since
codes have 3 digits, each code requires 3 series of flashes. A 3-
second interval separates series of flashes. See Fig. 2.
Fig. 1: Identifying Diagnostic Unit

Fig. 2: Counting Red LED Code Flashes For Code 2-1-3
RETRIEVING CODES
CAUTION: Never disconnect or connect ECM connector with ignition
switch in ON position.
Follow tool manufacturer’s instructions if retrieving codes

with Volvo Diagnostic Key Scan Tool, Volvo Scan Tool (998-8686) or
generic scan tool. Volvo Diagnostic Key Scan Tool and Volvo Scan Tool
must be connected to Volvo DLC located in engine compartment. Generic
scan tool must be connected to DLC located in console in front of gear
shift lever. See Fig. 3.
Fig. 3: Locating Data Link Connector (DLC)

On-Board Diagnostics (OBD) II

OBD II is a legally required diagnostic system. OBD II DLC
enables a generic scan tool to be connected to management system to
read codes and parameters which alter exhaust emission levels.
Information provided is not as comprehensive as that provided by Volvo
self-diagnostics or Volvo Scan Tool (998-8686).
Volvo Self-Diagnostic System

System is capable of self-diagnostic functions through the
use of Volvo diagnostic unit in engine compartment. System has 3 test
modes. Test mode No. 1 is used to display and erase codes. Test mode
No. 2 is used to verify operation of system components. Test mode No.
3 operates components in a certain order. Access to diagnostic system
is provided by socket No. 2 on diagnostic unit with ignition on.
CAUTION: After displaying DTCs, ignition must be switched off BEFORE

engine is started.
Test Mode No. 1 (Displaying Codes)

1) To retrieve codes, open Volvo diagnostic unit cover
(located in right corner of engine compartment) and connect test lead
to socket No. 2. Turn ignition on. Enter test mode No. 1 by pressing
test button once for 1-3 seconds.
2) Observe LED, and count number of flashes in 3 digit series
comprising a fault code. Because series are displayed at 3-second
intervals, codes can be easily distinguished.
3) If a fault code is retrieved, refer to the
TROUBLE CODE DEFINITION table under TROUBLE CODE IDENTIFICATION.
Depress push button again, and check for additional codes. Depress
push button a third time if necessary. If first code repeats, no other
codes are present.
Test Mode No. 1 (Erasing Codes)

1) Codes can be erased only after all DTCs have been
displayed and first DTC has been repeated at least once. To erase DTC,
turn ignition on. Press test button on Volvo diagnostic unit and hold
for more than 5 seconds. Wait for LED response.
2) Press button again and hold for more than 5 seconds. Turn
ignition off and on. Start engine. All DTCs will be erased and all
adaptive values reset.
Test Mode No. 2 (Verifying Operation Of System Components)

This test mode is activated by briefly pressing test button
on Volvo diagnostic unit 2 times, causing LED to rapidly flash. ECM
will flash a code indicating receipt of a signal from following
components with ignition on:
* 3-3-2 - TP sensor (throttle moved from or to idle).

* 3-3-3 - TP sensor (throttle moved from or to WOT).
* 1-2-4 - Transmission Control Module (TCM), when gear selector
is moved from or to a drive position.
Control unit will flash a code indicating receipt of a signal

from following components with engine running:
* 1-1-4 - A/C control, when A/C button is depressed or

released.
* 1-3-4 - A/C compressor running.
* 1-4-1 - RPM sensor.
* 3-4-2 - Camshaft Position (CMP) sensor.
* 3-4-3 - Vehicle Speed Sensor (VSS).
NOTE: For test mode No. 3 to operate correctly, 3 injectors must

be disconnected. Reconnect injectors after completion of
test.
Test Mode No. 3 (Operating Components In A Certain Order)

This function is activated by briefly pressing test button on
Volvo diagnostic unit 3 times. Electronic Control Module (ECM) will
respond by activating listed components in order. This sequence is
repeated twice. Test mode No. 3 cannot be activated while engine is
running. The following components are operated:
* EGR vacuum controller.

* Turbocharger (TC) control valve.
* EVAP valve.
* Engine cooling fan, low speed.
* Engine cooling fan, high speed.
* Injectors.
* IAC valve.
* A/C relay.
* RPM (tachometer indicates 1250-1500 RPM).
TROUBLE CODE IDENTIFICATION

TROUBLE CODE DEFINITION

Code OBD II Code Fault

1-1-1 No Faults Detected By OBD System

1-1-2 P0605, P1326, P1329, Fault In ECM
P1401, P1403, P1404

1-1-5 P0201 Injector No. 1

1-2-1 P0102, PO103 MAF Sensor Signal

1-2-3 P0116, P0117, P0118 ECT Signal


1-3-1 RPM Sensor Signal Missing

1-3-2 Battery Voltage


1-4-3 P0326 Front Knock Sensor Signal


1-5-3 P0136, P0137, P0138 Rear HO2S Signal

1-5-4 P0402 EGR System Leakage


2-1-2 P0130, P0131, P0132 Front HO2S Signal

2-1-4 P0336 RPM Sensor Signal Sporadic

2-2-3 P1505, P1506 IAC Valve Opening Signal

2-2-5 A/C Pressure Sensor Signal

2-3-1 P0171, P0172 Long Term Fuel Trim Part Load

2-3-2 P0171, P0172 Long Term Fuel Trim Idling

2-3-3 Long Term Idle Air Trim

2-4-1 P0400 EGR System Flow Malfunction

2-4-5 P1507 IAC Valve Closing Signal

3-1-1 VSS Signal

3-1-4 CMP Sensor Signal

3-1-5 EVAP System

3-2-5 Memory Failure

3-3-5 P1617, P1618 Request For MIL From TCM

4-1-1 P0122, P0123 TP Sensor Signal

4-1-3 P1416, P1417, P1418 EGR Temperature Sensor Signal

4-1-4 Boost Pressure Regulation

4-1-6 Boost Pressure Reduction From TCM

4-3-2 Temperature Warning Level No. 1

4-2-5 P0140 Temperature Warning Level No. 1

4-3-3 P0331 Rear Knock Sensor Signal

4-3-5 P0133 Front HO2S Slow Response

4-3-6 P0133 Rear HO2S Compensation

4-4-3 P0422 TWC Efficiency

4-4-4 P1307, P1308 Acceleration Sensor Signal

4-5-1 P0301 Misfire Cylinder No. 1






5-1-4 Engine Cooling Fan Low Speed Signal

5-2-1 P0135 Front HO2S Preheating

5-2-2 P0141 Rear HO2S Prr No. 2





5-1-4 Engine Cooling Fan Low Speed Signal

5-2-1 P0135 Front HO2S Preheating

5-2-2 P0141 Rear HO2S Preheating

5-3-1 P1101 Power Stage Group A

5-3-2 P1102 Power Stage Group B

5-3-3 Power Stage Group C

5-3-4 Power Stage Group D

5-3-5 TC Control Valve Signal

5-4-1 P0444, P0445 EVAP Valve Signal

5-4-2 P0300 Misfire On More Than One Cylinder

5-4-3 P1310 Misfire On At Least One Cylinder

5-4-4 P0300 Misfire On More Than One
Cylinder/TWC Damage

5-4-5 P1310 Misfire On At Least One
Cylinder/TWC Damage

5-5-1 P0301 Misfire Cylinder No. 1/TWC Damage





CLEARING CODES
1) Codes can be erased only after all DTCs have been
displayed and first DTC has been repeated at least once. See
RETRIEVING CODES. To erase DTC, turn ignition on. Press test button on
Volvo diagnostic unit and hold for more than 5 seconds. Wait for LED
response.
2) Press button again and hold for more than 5 seconds. Turn
ignition off and on. Start engine. All DTCs will be erased and all
adaptive values reset.
ECM LOCATION
Motronic 4.3 Electronic Control Module (ECM) is located in
right front of engine compartment, in front of strut tower.
SUMMARY
If no hard fault codes (or only pass codes) are present,
driveability symptoms exist or intermittent codes exist, proceed to
the H - TESTS W/O CODES article for diagnosis by symptom (i.e., ROUGH
IDLE, NO START, etc.) or intermittent diagnostic procedures.
DIAGNOSTIC TROUBLE CODE TESTING
MOTRONIC 4.3 CONTROL SYSTEM

NOTE: For connector terminal identification, see Figs. 4-10 and the
L - WIRING DIAGRAMS article.
Fig. 4: MAF Sensor & Power Stage Connector Terminals

Fig. 5: Fan Controlled (FC) Relay Connector Terminals

Fig. 6: ECT Sensor & EGR Controller Connector Terminals
Fig. 7: Front & Rear HO2S Connector Terminals

Fig. 8: EGR Temperature Sensor, EVAP Valve, Fuel Injector,
Knock Sensor, RPM Sensor & TC Control Valve Connector Terminals
Fig. 9: Acceleration Sensor, A/C Pressure Sensor, CMP Sensor,

IAC Valve & TP Sensor Connector Terminals
Fig. 10: Ignition Coil Connector Terminals
Fig. 11: Fuel Pump Relay Connector Terminals

Code 1-1-2 (Fault In ECM)
1) If ECM detects a fault in ROM/EPROM or RAM memory
circuits, circuit for ECM’s temperature sensor, knock control circuit,
or ECT sensor circuit’s NTC coupling, code 1-1-2 is set. If codes 4-3-
2 and 5-1-3 are also present, go to testing for those codes. If these
codes are not present, go to next step.
2) Clear code. If code reoccurs, replace ECM. If code does
not reoccur, fault was intermittent.
Codes 1-1-5, 1-2-5, 1-3-5, 1-4-5 & 1-5-5

(Fuel Injector Problem)
1) If an injector circuit is shorted to ground or voltage, or
if there is a break in the circuit, ECM interprets this as a fault and
sets code for appropriate injector. If injector signal is too high,
check for signal wire shorted to voltage or defective injector. If
injector signal is too low, check for signal wire shorted to ground,
open circuit in signal or voltage wire, high connector resistance, or
defective injector. If fault is permanent, go to next step. If fault
is intermittent, go to step 7).
2) To check for an injector signal that is too high, turn
ignition off. Disconnect injector connector. Connect ohmmeter between
injector connectors No. 1 and 2. If ohmmeter does not indicate about
14.5 ohms, install new injector. If ohmmeter indicates about 14.5
ohms, check wiring between injector connector terminal No. 2 and ECM
connector terminal A10 (1-1-5), A38 (1-2-5), A24 (1-3-5), A23 (1-4-5),
or A9 (1-5-5) for a short to voltage.
3) To check for an injector signal that is too low, turn
ignition off, disconnect injector, and turn ignition on. Connect
voltmeter between injector connector terminal No. 1 and ground. If
present, check wiring between injector connector terminal No. 1 and
main relay connector for an open circuit.
4) Ensure ignition is off. Wait about 90 seconds, then
disconnect injector connector. Connect ohmmeter between injector
connector terminal No. 2 and ground. If ohmmeter indicates 2500-4000
ohms, go to next step. If ohmmeter indicates infinite resistance, go
to step 6). If ohmmeter indicates about zero ohms, check wiring
between injector connector terminal No. 2 and ECM terminal A10 (1-1-
5), A38 (1-2-5), A24 (1-3-5), A23 (1-4-5), or A9 (1-5-5) for a short
to ground.
5) Ensure ignition is off. Disconnect injector connectors.
Connect ohmmeter between injector connector terminals No. 1 and 2. If
resistance is 14.5 ohms, check for poor contact between injector
and/or ECM connector. If resistance is not 14.5 ohms, replace
injector.
6) Ensure ignition is off. Disconnect injector connectors.
Check connectors for poor contact or oxidation, and repair as
necessary. If connector contact is okay, connect an ohmmeter between
injector connector terminal No. 2 and ground. If ohmmeter indicates
2500-4000 ohms, check ECM connector for poor contact. If ohmmeter does
not indicate 2500-4000 ohms, check wiring between injector connector
terminal No. 2 and ECM terminal A10 (1-1-5), A38 (1-2-5), A24(1-3-5),
A23 (1-4-5), or A9 (1-5-5) for an open circuit.
7) If fault is intermittent and signal is too high, check
wiring between injector connector terminal No. 2 and ECM connector
terminal A10(1-1-5), A38 (1-2-5), A24 (1-3-5), A23 (1-4-5), or A9 (1-
5-5) for an intermittent short to voltage.
8) If fault is intermittent and signal is too low, check
injector and ECM connectors for poor contact or oxidation, and repair
as necessary. Also check wiring between injector connector No. 1 and
main relay connector for an intermittent open circuit. Check wiring
between injector connector No. 2 and ECM terminal A10 (1-1-5), A38 (1-
2-5), A24(1-3-5), A23 (1-4-5), and A9 (1-5-5) for an intermittent
short to ground.
Code 1-2-1 (MAF Signal)

1) If signal from MAF sensor is less than .2 volt or greater
than 2.2 volts at idle, or is considered incorrect according to RPM
and throttle angle, this is interpreted by ECM as a fault and code 1-
2-1 is set. If fault is permanent and signal is too low, go to step
8). If fault is permanent and signal is too high, go to step 3). If
fault is intermittent, go to next step.
2) If fault is intermittent and signal is too high, check all
wiring and connectors for loose contacts and open circuits. Also check
wiring between MAF sensor connector terminal No. 4 and ECM connector
terminal A4 for an intermittent short to voltage. If fault is
intermittent and signal is low, ensure all fresh air hoses, and upper
and lower charge air cooler pipes are correctly attached. Check wiring
between main relay connector terminal No. 3 and MAF sensor connector
terminal No. 3 for an intermittent open circuit. Also check wiring
between MAF sensor connector terminal No. 4 and ECM connector terminal
A4 for an intermittent open or short circuit to ground.
3) Turn ignition off. Wait about 90 seconds and disconnect
MAF sensor. Connect ohmmeter between MAF sensor connector terminal No.
1 and ground. If ohmmeter indicates about zero ohms, go to next step.
If ohmmeter does not indicate about zero ohms, check wiring between
MAF sensor connector terminal No. 1 and ECM terminal A3 for an open
circuit.
4) Ensure ignition is off and MAF sensor is disconnected.
Connect ohmmeter between MAF sensor connector terminal No. 2 and
ground. If ohmmeter indicates about zero ohms, go to step 6). If
ohmmeter does not indicate about zero ohms, go to next step.
5) Ensure ignition is off and MAF sensor is disconnected.
Ensure ECM connector terminals are not oxidized and make good contact.
Reconnect ECM. Connect ohmmeter between MAF sensor connector terminal
No. 2 and ground. If ohmmeter indicates about zero ohms, go to next
step. If ohmmeter does not indicate about zero ohms, check wiring
between MAF sensor connector terminal No. 2 and ECM terminal A5 for an
open circuit.
6) Ensure ignition is on and MAF sensor is disconnected.
Connect voltmeter between MAF sensor connector terminal No. 4 and
ground. If voltmeter indicates 0-1 volt, go to next step. If voltmeter
does not indicate 0-1 volt, check wiring between MAF sensor connector
terminal No. 4 and ECM connector terminal A4 for a short to voltage.
If voltage reading is still incorrect after repair, or short to
voltage is not found, replace MAF sensor.
7) Turn ignition off and reconnect MAF sensor. Turn ignition
on. Connect voltmeter between MAF sensor connector terminals No. 2 and
4. If voltmeter indicates about .1-.2 volt, code is setting because of
poor contact in MAF sensor connector and/or ECM connector. If
voltmeter does not indicate about .1-.2 volt, replace MAF sensor.
8) Ensure ignition is off. Ensure fresh air hoses and upper
and lower charge air pipes are undamaged and securely connected. If
hoses and pipes are okay, disconnect MAF sensor. Turn ignition on.
Connect voltmeter between MAF sensor connector terminal No. 3 and
ground. If battery voltage is present, go to next step. If battery
voltage is not present, check wiring between MAF sensor connector
terminal No. 3 and main relay connector terminal No. 3 for an open
circuit.
9) Ensure ignition is off. Wait 90 seconds, then disconnect
MAF sensor. Connect ohmmeter between MAF sensor connector terminal No.
4 and ground. If ohmmeter indicates 9000-11,000 ohms, go to next step.
If ohmmeter shows about zero ohms, check wiring between MAF sensor
connector terminal No. 4 and ECM connector terminal A4 for a short to
ground. If ohmmeter shows infinite resistance, check wiring between
MAF sensor connector terminal No. 4 and ECM connector terminal A4 for
an open circuit.
10) Turn ignition off. Reconnect MAF sensor connector. Turn
ignition on. Connect voltmeter between MAF sensor connector terminals
No. 4 and 2. If voltmeter shows .1-.2 volt, check for poor contact in
MAF sensor connector and/or ECM connector. If voltmeter does not show
.1-.2 volt, test system using a known good MAF sensor.
NOTE: Before beginning testing procedure, disconnect engine

cooling fan relay connector "A". Code 5-1-4 (engine cooling
fan half speed) signal will be set. After testing, reattach
connector.
Code 1-2-3 (Engine Coolant Temperature Sensor Signal)

1) If ECM receives a signal from ECT sensor which indicates a
temperature less than -49 F (-45 C), or greater than 300 F (150 C),
this is interpreted as a fault and DTC 1-2-3 is set.
2) If Codes 3-1-4, 4-1-1, and/or 4-1-3 are set, check ECT
sensor, CMP sensor, TP sensor, and EGR temperature sensor joint
connector terminal A18 on ECM for signs of contact resistance and/or
oxidation. If no other codes are stored, go to next step.
3) If fault is permanent, go to next step. If fault is
intermittent and signal is too high, check all connectors for an
intermittent open or short circuit to voltage. If fault is
intermittent and signal is too low, check wiring between ECT sensor
connector terminal No. 1 and ECM terminal A31 for an intermittent
short to ground.
4) If fault is permanent and signal is too low, go to step
10). If fault is permanent and signal is too high, turn ignition off.
Wait 90 seconds, then disconnect ECT sensor. Connect an ohmmeter
between ECT sensor connector No. 2 and ground.
NOTE: Fan run-on must be allowed to finish before taking

resistance measurements.
5) If ohmmeter shows about zero ohms, go to next step. If

ohmmeter does not show about zero ohms, go to step 7).
6) Turn ignition on. Disconnect ECT sensor connector. Connect
voltmeter between ECT sensor connector terminal No. 1 and 2. If
voltmeter shows about 5 volts, go to step 8). If voltmeter shows about
zero volts, go to step 9). If voltmeter shows more than about 5 volts,
check wiring between ECT sensor connector terminal No. 1 and ECM
terminal A31 for a short to voltage, then check resistance between ECT
sensor terminals. Ohmmeter should show about 2200 ohms. If resistance
is incorrect, retest using a known good ECT sensor.
7) Ensure ignition is off. Disconnect ECT sensor connector.
Check ECM connector for poor contact and/or oxidation. Reconnect ECM
connector. Connect an ohmmeter between ECT sensor connector terminal
No. 2 and ground. If ohmmeter shows about zero ohms, code is caused by
poor contact in ECM connector. If ohmmeter does not show about zero
ohms, check wiring between ECT sensor connector terminal No. 2 and ECM
terminal A18 for an open circuit.
Connect an ohmmeter between ECT sensor connector terminals No. 1 and
2. If ohmmeter does not show about 2200 ohms, repeat test using a
known good ECT sensor. If ohmmeter does show about 2200 ohms, check
for poor contact at ECT sensor connector.
Ensure ECM connector has good terminal contact. Reconnect ECM
connector. Turn ignition on. Connect voltmeter between ECT sensor
connector terminals No. 1 and 2. If voltmeter shows about 5 volts,
check for poor contact at ECM connector. If voltmeter does not show
about 5 volts, check wiring between ECT sensor connector terminal No.
1 and ECM connector terminal A31 for an open circuit.
10) If fault is permanent and signal is too low, turn
ignition off. Disconnect ECT sensor. Turn ignition on. Connect
voltmeter between ECT sensor connector terminal No. 1 and ground. If
voltmeter shows about 5 volts, retest system using a known good ECT
sensor. If voltmeter does not show about 5 volts, check wiring between
ECT sensor terminal No. 1 and ECM connector terminal A31 for a short
to ground.
Code 1-3-1 (RPM Sensor Signal Absent)

1) Turn ignition off. Disconnect RPM sensor. Connect an
ohmmeter between RPM sensor connector terminals No. 1 and 2. If
ohmmeter shows about 200-500 ohms, go to next step. If ohmmeter does
not show 200-500 ohms, replace RPM sensor.
2) Turn ignition off. Wait 2 minutes. Ensure RPM sensor is
disconnected. Connect an ohmmeter between terminal No. 1 (manual
transmission) or terminal No. 2 (automatic transmission) at RPM sensor
connector at ECM. If ohmmeter reads about zero ohms, go to step 5). If
ohmmeter does not read about zero ohms, go to next step.
3) Turn ignition off. Disconnect RPM sensor connector. Ensure
ECM connectors and grounds are clean and tight. Reconnect ECM. Connect
an ohmmeter between RPM sensor connector terminal No. 1 (manual
transmission) or connector No. 2 (automatic transmission) and ground.
If ohmmeter reads about zero ohms, go to next step. If ohmmeter does
not read about zero ohms, check wiring between RPM sensor connector
No. 1 (manual transmission) or connector No. 2 (automatic
transmission) and ECM for an open circuit.
4) Turn ignition off. Disconnect RPM sensor connector at ECM.
Connect an ohmmeter between RPM sensor connector terminals No. 1 and
2. If ohmmeter reads 1500-2000 ohms, go to step 6). If ohmmeter shows
infinite resistance, go to next step. If ohmmeter shows about zero
ohms, check wiring between RPM sensor connector No. 2 (manual
transmission) or No. 1 (automatic transmission) and ECM for a short
circuit to ground.
5) Turn ignition off. Disconnect ECM connector. Ensure all
terminals are clean and tight. Repair as necessary. Reconnect ECM.
Disconnect RPM sensor. Connect an ohmmeter between RPM sensor
connector terminals No. 1 and 2. If ohmmeter reads 1500-2000 ohms,
source of code was poor contact at ECM connector. If ohmmeter does not
read 1500-2000 ohms, check wiring between RPM sensor and ECM for an
open circuit.
6) Turn ignition on. Disconnect RPM sensor connector. Connect
voltmeter between RPM sensor connector terminals. If voltmeter reads
1-2 volts, go to next step. If voltmeter does not read 1-2 volts,
check wiring between RPM sensor and ECM for an open circuit or short
to voltage.
7) Turn ignition off. Clean RPM sensor connector. Attempt to
start engine. If engine starts, reason for code was poor contact in
RPM sensor connector and/or ECM connector. If engine does not start,
check connecting flange/flywheel for possible damage and scratches
through sensor’s holes. If no problem is found on connecting
flange/flywheel, test using new RPM sensor.
Code 1-3-2 (Battery Voltage Signal Too Low Or Too High)

1) If fault is permanent and voltage is too high, check
charging system for signs of excessive charge. If fault is
intermittent, and voltage is too high, replace voltage regulator.
2) If fault is permanent and voltage is too low, operate
engine at idle. Connect voltmeter to battery. If voltmeter reads 12-15
volts, check wiring between battery and ECM terminal A27 for an open
circuit. If voltmeter does not read 12-15 volts, check charging
system. See ON-VEHICLE TESTING in the ALTERNATOR & REGULATOR article
in the ELECTRICAL section. If voltmeter does read 12-15 volts, check
wiring between battery and ECM for connector resistance.
3) If fault is intermittent and voltage is too low, check all
ECM and main relay wiring and connectors for looseness and and/or
contact resistance.
Code 1-4-3 (Front Knock Sensor Signal) &

Code 4-3-3 (Rear Knock Sensor Signal)
1) If fault is intermittent, check camshaft setting. See the
2.3L article in the ENGINES section. If camshaft setting is okay,
check all wiring and connectors for poor contact. If fault is
permanent, go to next step.
2) Turn ignition off. Check camshaft setting in relation to
crankshaft. Repair as necessary. If camshaft setting is okay, gain
access to knock sensor(s) by removing upper charge air cooler pipe and
engine cooling fan. To gain access to rear knock sensor also remove
intake manifold support bracket.
3) Ensure ignition is still off. Wait 2 minutes. Disconnect
knock sensor. Connect an ohmmeter between knock sensor connector
step 5). If ohmmeter does not read about zero ohms, go to next step.
4) Ensure ignition is still off and knock sensor is
disconnected. Ensure ECM connector is making good electrical contact
and is connected securely to ECM. Connect an ohmmeter between knock
sensor connector terminal No. 2 and ground. If ohmmeter reads about
zero ohms, code was caused by poor contact in ECM connector. If
ohmmeter does not read about zero ohms, check wiring between knock
sensor connector terminal No. 2 and ECM connector terminal A17 for an
open circuit.
disconnected. Connect an ohmmeter between knock sensor connector
terminal No. 1 and ground. If ohmmeter reads about zero ohms, check
wiring between knock sensor connector terminal No. 1 and ECM connector
terminal A2 (Code 1-4-3) or terminal A30 (4-3-3) for short to ground.
If ohmmeter reads about one megohm, go to step 7). If ohmmeter reads
infinite resistance, go to next step.
disconnected. Ensure ECM connector terminals are free of resistance
and oxidation. Reconnect ECM. Connect an ohmmeter between knock sensor
connector terminal No. 1 and ground. If ohmmeter reads about one
megohm, code is caused by poor contact in ECM’s connector. If ohmmeter
does not read about one megohm, check wiring between knock sensor
connector terminal No. 1 and ECM terminal A2 (Code 1-4-3) or terminal
A30 (Code 4-3-3) for an open circuit.
7) Reconnect knock sensor(s). Start and warm up engine.
Increase engine speed to slightly greater than 3500 RPM. Use Volvo
Scan Tool (998-8686) to check knock sensor value. If knock sensor
value is 2-6 at speeds greater than 3500 RPM, source of code is poor
contact at knock sensor connector. If knock sensor value is not 2-6 at
speeds greater than 3500 RPM, test system using a new knock sensor.
Code 1-5-3 (Rear HO2S Signal)

1) If Codes 5-2-2 or 2-1-2 are stored, perform diagnosis for
these codes first. If fault is permanent or intermittent and signal is
too high, perform diagnosis as per Code2-1-2. If fault is permanent
and signal is too low, go to next step. If fault is permanent and
signal is faulty, go to step 8). If fault is intermittent and signal
is too low, go to step 9). If fault is intermittent and signal is
faulty, go to step 10).
2) Turn ignition off. Wait 2 minutes. Disconnect rear HO2S
Gray connector. Connect an ohmmeter between HO2S connector terminal
No. 4 and ground. If ohmmeter shows about 100 k/ohms, go to step 4).
If ohmmeter shows infinite resistance, go to next step. If ohmmeter
shows about zero ohms, check wiring between rear HO2S connector
terminal No. 4 and ECM terminal A34 for a short circuit to ground.
3) Turn ignition off. Disconnect HO2S connector. Ensure ECM
connector terminal contacts are clean and tight. Reconnect ECM.
Connect an ohmmeter between HO2S connector terminal No. 4 and ground.
If ohmmeter reads about 100 k/ohms, source of code is poor contact at
ECM connector. If ohmmeter does not read about 100 k/ohms, check
wiring between rear HO2S connector terminal No. 4 and ECM terminal A34
4) Turn ignition off. Disconnect rear HO2S connector. Connect
an ohmmeter between HO2S connector terminal No. 3 and ground. If
ohmmeter reads about 200 ohms, go to step 7). If ohmmeter shows
infinite resistance, go to next step. If ohmmeter shows about zero
ohms, go to step 6).
5) Turn ignition off. Disconnect rear HO2S connector. Ensure
ECM connector terminals are clean and tight. Reconnect ECM. Connect an
ohmmeter between HO2S connector terminal No. 3 and ground. If ohmmeter
reads about 200 ohms, source of code is poor contact in ECM connector.
If ohmmeter does not read about 200 ohms, check wiring between rear
HO2S connector terminal No. 3 and ECM terminal A19 for an open
circuit.
6) Turn ignition off. Disconnect rear HO2S connector.
Disconnect front HO2S Black connector. Connect an ohmmeter between
rear HO2S connector terminal No. 3 and ground. If ohmmeter reads about
200 ohms, test system using a new front HO2S. If ohmmeter does not
read about 200 ohms, check wiring between front HO2S connector
terminal No. 3 and ECM terminal A33, and wiring between rear HO2S
connector terminal No. 3 and ECM terminal A19 for a short to ground.
7) Turn ignition off. Ensure rear HO2S is connected. Start
and run engine at idle. Check voltage at rear HO2S. Voltage signal
should have left its bottom setting (-.165 volt) and stabilized
between .1-.9 volt within about 10 minutes. If reading is okay, source
of code is poor contact at rear HO2S connector. If reading is not
okay, retest using new rear HO2S.
8) If fault is permanent and signal is faulty, turn ignition
off. Wait about 2 minutes. Disconnect rear HO2S Gray connector.
Connect an ohmmeter between HO2S connector terminals No. 3 and 4. If
ohmmeter reads infinite resistance, check wiring between rear HO2S
connector terminal No. 4 and ECM connector terminal A34 for a short
circuit to rear HO2S connector terminal No. 3 and ECM connector
terminal A19. If ohmmeter does not read infinite resistance, test
using new HO2S.
wiring between rear HO2S connector terminal No. 4 and ECM terminal
A34, and between rear HO2S connector terminal No. 3 and ECM terminal
A19 for an open circuit. Check ECM and rear HO2S connector for loose
connection. Check wiring between rear HO2S connector terminal No. 4
and ECM terminal A34 for an intermittent short circuit to ground. Also
check wiring between front HO2S connector terminal No. 3 and ECM
terminal A33, and wiring between rear HO2S connector terminal No. 3
and ECM terminal A19 for an intermittent short circuit to ground.
10) If fault is intermittent and signal is faulty, check
wiring between rear HO2S connector terminal No. 4 and ECM connector
terminal A34 for an intermittent short circuit of wire between rear
HO2S connector terminal No. 3 and ECM connector A19.
Code 1-5-4 (EGR System Leakage)

1) Start and run engine at idle. If engine runs unevenly at
idle, go to next step. If engine runs smoothly at idle, fault is
intermittent. Go to step 5).
2) Operate engine at idle. Disconnect EGR connector. If
engine still runs unevenly, go to next step. If engine now runs
smoothly, check wiring between EGR controller connector terminal No. 1
and ECM terminal A40 for a short to ground.
3) Operate engine at idle. Carefully remove Yellow hose from
EGR controller. If engine still runs unevenly, go to next step. If
engine now runs smoothly, test system using new EGR controller.
4) Operate engine at idle. Carefully remove Yellow hose from
EGR valve. If engine still runs unevenly at idle, test system using a
new EGR valve. If engine now runs smooth at idle, check if Yellow hose
is blocked or kinked. Replace as necessary.
5) Check wiring between EGR controller connector terminal No.
2 and ECM connector terminal A40 for possible intermittent short
circuits to ground. Ensure EGR controller is operating. Ensure EGR
valve is not sticking.
Code 2-1-2 (Front HO2S Signal)

1) Check for other codes. If Code 5-2-1 is stored, diagnose
that code first. If Code 5-2-1 is not stored, go to next step.
2) If fault is permanent and signal is too high, go to next
step. If fault is permanent and signal is too low, go to step 9). If
fault is permanent and signal is absent, go to step 13). If fault is
permanent and signal is faulty, go to step 19). If fault is
intermittent and signal is too high, go to step 20). If fault is
intermittent and signal is too low, go to step 21). If fault is
intermittent and signal is absent, go to step 22). If fault is
intermittent and signal is faulty, go to step 23).
3) Turn ignition off. Connect breakout box between ECM and
ECM connector. Turn ignition on. Connect voltmeter between breakout
box pins No. 33 and 42. If voltmeter reads about .7 volt, go to step
6). If voltmeter does not read about .7 volt, go to next step.
4) Turn ignition off. Disconnect front HO2S Black connector.
Turn ignition on. Connect voltmeter between breakout box pins No. 33
and 42. If voltmeter reads about .7 volt, retest using new front HO2S.
If voltmeter does not read about .7 volt, go to next step.
5) Turn ignition off. Disconnect front HO2S connector.
Disconnect rear HO2S Gray connector. Turn ignition on. Connect
voltmeter between breakout box pins No. 33 and 42. If voltmeter reads
about .7 volt, test using new rear HO2S. If voltmeter does not read
about .7 volt, check wiring between front HO2S connector terminal No.
3 and ECM terminal A33, and wiring between rear HO2S connector
terminal No. 3 and ECM terminal A19 for a short to voltage.
pins No. 32 and 42. If voltmeter reads about 1.2 volts, go to step 8).
If voltmeter does not read about 1.2 volts, go to next step.
and 42. If voltmeter reads about 1.2 volts, test using new front HO2S.
If voltmeter does not read about 1.2 volts, check wiring between front
HO2S connector terminal No. 4 and ECM terminal A32 for a short to
voltage.
8) Turn ignition off. Disconnect rear HO2S Gray connector.
and 42. If voltmeter reads about zero volts, test using a new rear
HO2S. If voltmeter does not read about zero volts, check wiring
between rear HO2S connector terminal No. 4 and ECM terminal A34 for a
short to voltage.
9) If fault is permanent and signal is too low, connect
breakout box to ECM. Turn ignition on. Connect voltmeter between
breakout box pins No. 33 and 42. If voltmeter reads about .7 volt, go
to step 12). If voltmeter does not read about .7 volt, go to next
step.
and 42. If voltmeter reads about .7 volt, test using new front HO2S.
If voltmeter does not read about .7 volt, go to next step.
Disconnect rear HO2S Gray connector. Turn ignition on. Connect
about .7 volt, test using new rear HO2S. If voltmeter does not read
about .7 volt, check wiring between front HO2S connector terminal No.
3 and ECM terminal A33, and wiring between rear HO2S connector
terminal No. 3 and ECM terminal A19 for a short circuit to ground.
and 42. If voltmeter reads about 1.2 volts, test using new front HO2S.
If voltmeter does not read about 1.2 volts, check wiring between front
HO2S connector terminal No. 4 and ECM terminal A32 for a short circuit
to ground.
13) If fault is permanent and signal is absent, turn ignition
off. Wait about 2 minutes. Disconnect front HO2S Black connector.
Connect an ohmmeter between HO2S connector terminal No. 4 and ground.
If ohmmeter reads about 50 k/ohms, go to step 15). If ohmmeter reads
infinite resistance, go to next step. If ohmmeter reads about zero
ohms, check wiring between front HO2S connector terminal No. 4 and ECM
terminal A32 for a short circuit to ground.
14) Turn ignition off. Disconnect ECM. Disconnect front HO2S
connector. Ensure ECM connector terminals are clean and tight.
Reconnect ECM. Connect ohmmeter between HO2S connector terminal No. 4
and ground. If ohmmeter reads about 50 k/ohms, cause of code is poor
contact at ECM connector. If ohmmeter does not read about 50 k/ohms,
check wiring between front HO2S connector terminal No. 4 and ECM
15) Turn ignition off. Disconnect front HO2S connector.
Connect an ohmmeter between HO2S terminal No. 3 and ground. If
ohmmeter reads infinite resistance, go to next step. If ohmmeter reads
about zero ohms, go to step 17). If ohmmeter reads 200 ohms, go to
step 18).
16) Turn ignition off. Disconnect ECM. Disconnect front HO2S
Reconnect ECM connector. Connect an ohmmeter between HO2S connector
terminal No. 3 and ground. If ohmmeter reads about 200 ohms, source of
code was poor contact in ECM connector. If ohmmeter does not read
about 200 ohms, check wiring between front HO2S connector terminal No.
3 and ECM connector terminal A33 for an open circuit.
17) Turn ignition off. Disconnect front HO2S Gray connector.
Connect ohmmeter between front HO2S connector terminal No. 3 and
ground. If ohmmeter reads about 200 ohms, retest using new rear HO2S.
If ohmmeter does not read about 200 ohms, check wiring between front
HO2S connector terminal No. 3 and ECM connector terminal A33, and
wiring between rear HO2S connector terminal No. 3 and ECM connector
terminal A19 for a short to ground.
18) Turn ignition off. Ensure front HO2S is connected. Start
and run engine at idle. Front HO2S should shift from its middle
setting (.45 volt), and begin to vary between .1-.9 volt within
minutes. If reading is okay, cause of code is poor contact in front
HO2S connector. Ensure connector tabs are not damaged. If reading is
incorrect, retest using new front HO2S.
19) If fault is permanent and signal is faulty, turn ignition
off. Wait about 2 minutes. Disconnect front HO2S Black connector.
Connect an ohmmeter between HO2S connector terminals No. 3 and 4. If
ohmmeter reads 50 ohms to infinite resistance, check wiring between
front HO2S connector terminal No. 4 and ECM connector terminal A32 for
a short circuit in wiring between front HO2S connector terminal No. 3
and ECM terminal A33. If ohmmeter does not read 50 to infinite ohms,
test using new front HO2S.
wiring between front HO2S connector terminal No. 4 and ECM connector
terminal A32 for an intermittent short circuit to voltage. Also check
wiring between front HO2S connector terminal No. 3 and ECM connector
terminal A33, between rear HO2S connector terminal No. 3 and ECM
terminal A19, and between rear HO2S connector terminal No. 4 and ECM
terminal A34 for intermittent short to voltage.
wiring between front HO2S connector terminal No. 4 and ECM terminal
A32, between front HO2S connector terminal No. 3 and ECM terminal A33,
and between rear HO2S connector terminal No. 3 and ECM terminal A19
for an intermittent short to ground.
22) If fault is intermittent and signal is absent, check
A32, and wiring between front HO2S connector terminal No. 3 and ECM
terminal A33 for an intermittent open circuit. Check front HO2S and
ECM connectors for a loose connection. Check wiring between front HO2S
connector terminal No. 4 and ECM terminal A32, wiring between front
HO2S connector terminal No. 3 and ECM terminal A33, and wiring between
rear HO2S connector terminal No. 3 and ECM terminal A19 for an
intermittent short circuit to ground.
23) If fault is intermittent and signal is faulty, check
A32 for an intermittent short circuit between front HO2S connector
terminal No. 3 and ECM terminal A33.
Code 2-1-4 (RPM Sensor Signal Sporadic)

1) Check RPM sensor and ECM connectors for loose connection,
contact resistance and oxidation. Repair as necessary. Check wiring
for short circuit to ground or voltage.
2) If all wiring and connections are okay, check connecting
flange/flywheel through sensor hole for damage and scratches. If no
damage is present, retest using new RPM sensor.
Code 2-2-3 (Valve Signal Opening) or

Code 2-4-5 (Valve Signal Closing)
fault is intermittent and signal is too high, go to step 8). If fault
is intermittent and signal is too low, go to step 9).
2) Turn ignition off. Disconnect IAC valve. Turn ignition on.
Connect voltmeter between ground and IAC valve connector terminal No.
3 (Code 2-2-3) or terminal No. 1 (Code 2-4-5). If voltmeter shows less
than one volt, go to next step. On Code 2-2-3, if voltmeter shows more
than one volt, check wiring between IAC valve connector terminal No. 3
and ECM terminal A11 for a short circuit to voltage. On Code 2-4-5, if
voltmeter shows more than one volt, check wiring between IAC valve
connector terminal No. 1 and ECM terminal A25 for a short circuit to
voltage.
3) Turn ignition off. Wait about 2 minutes. Disconnect IAC
valve. Connect an ohmmeter between IAC valve connector terminals No. 1
and 3. If ohmmeter reads 20-40 k/ohms, test using new IAC valve. If
ohmmeter shows about zero ohms, check wiring between IAC valve
wiring between IAC valve connector terminal No. 1 and ECM terminal
A25. If IAC valve signal wiring is shorted to each other, then both
Codes 2-2-3 and 2-4-5 will be set.
4) If fault is permanent and signal is too low, turn ignition
off. Disconnect IAC valve. Turn ignition on. Connect voltmeter between
IAC valve connector terminal No. 2 and ground. If voltmeter shows
battery voltage, go to next step. If voltmeter does not show battery
voltage, check wiring between main relay connector terminal No. 3 and
IAC valve connector terminal No. 2 for an open circuit. If there is an
open circuit in voltage lead, both Codes 2-2-3 and 2-4-5 will be set.
valve connector. Connect an ohmmeter between ground and IAC valve
connector terminal No. 3 (Code 2-2-3) or No. 1 (Code 2-4-5). If
ohmmeter reads 10-20 k/ohms, go to step 7). If ohmmeter reads infinite
resistance, go to next step. If ohmmeter shows about zero ohms, on
Code 2-2-3, check wiring between IAC valve connector terminal No. 3
and ECM terminal A11 for a short circuit to ground. On Code 2-4-5,
check wiring between IAC valve connector terminal No. 1 and ECM
terminal A25 for a short to ground.
6) Turn ignition off. Disconnect IAC valve connector. Ensure
ECM connector terminals are clean and tight, and free of oxidation.
Reconnect ECM connector. Connect an ohmmeter between ground and IAC
valve connector terminal No. 3 (Code 2-2-3) or terminal No. 1 (Code 2-
4-5). If ohmmeter reads 10-20 k/ohms, cause of code was poor contact
in ECM connector. If ohmmeter does not show 10-20 k/ohms, on Code 2-2-
3, check wiring between IAC valve connector terminal No. 3 and ECM
terminal A11 for an open circuit. On Code 2-4-5, check wiring between
IAC valve connector terminal No. 1 and ECM terminal A25 for an open
circuit.
7) Turn ignition off. Disconnect IAC valve. Connect ohmmeter
between IAC valve connector terminals No. 1 and 2, then between
terminals No. 2 and 3. If ohmmeter reads 9-14 ohms in both cases,
cause of code is poor contact in IAC valve connector. Repair as
necessary. If ohmmeter does not read 9-14 ohms in both cases, test
using new IAC valve.
8) If fault is intermittent and signal is too high, on Code
2-2-3, check wiring between IAC valve connector terminal No. 3 and ECM
terminal A11 for an intermittent short to voltage or intermittent
short circuit to coil signal voltage. On Code 2-4-5, check wiring
between IAC valve connector terminal No. 1 and ECM terminal A25 for an
intermittent short to voltage or intermittent short circuit to coil
signal voltage.
9) If fault is intermittent and signal is too low on Code 2-
4-5, go to next step. On Code 2-2-3, check IAC valve and ECM
connectors for contact resistance and oxidation. Repair as necessary.
Check wiring between main relay connector terminal No. 3 and IAC valve
connector terminal No. 2 for an intermittent open circuit. Also check
wiring between IAC valve connector terminal No. 3 and ECM terminal A11
for an intermittent open circuit or short circuit to ground.
10) On Code 2-4-5, check IAC valve and ECM connectors for
contact resistance and oxidation. Repair as necessary. Check wiring
between main relay connector terminal No. 3 and IAC valve connector
terminal No. 2 for an intermittent open circuit. Also check wiring
between IAC valve connector terminal No. 1 and ECM terminal A25 for an
intermittent open circuit or short circuit to ground.
Code 2-2-5 (A/C Pressure Sensor Signal)

fault is intermittent and signal is too high, go to step 8). If fault
is intermittent and signal is too low, go to step 9).
2) Turn ignition off. Wait about 2 minutes. Disconnect A/C
pressure sensor. Connect an ohmmeter between A/C pressure sensor
connector terminal No. 1 and ground. If ohmmeter reads about zero
ohms, go to step 4). If ohmmeter does not read about zero ohms, go to
next step.
3) Turn ignition off. Disconnect A/C pressure sensor
connector. Check ECM connector for oxidation and poor terminal
contact. Repair as necessary. Reconnect ECM connector. Connect an
ohmmeter between A/C pressure sensor connector terminal No. 1 and
ohmmeter does not read about zero ohms, check wiring between A/C
pressure sensor connector terminal No. 1 and ECM terminal B28 for an
open circuit.
4) Turn ignition on. Disconnect A/C pressure sensor
connector. Connect a voltmeter between A/C pressure sensor connector
terminal No. 2 and ground. If voltmeter reads about 5 volts, go to
step 6). If voltmeter reads about zero volts, go to next step. If
voltmeter reads more than about 5 volts, check wiring between A/C
pressure sensor connector terminal No. 2 and ECM terminal B9 for a
short to voltage.
5) Turn ignition off. Disconnect A/C pressure sensor. Ensure
ECM connector terminals are clean and free of oxidation. Repair as
necessary. Reconnect ECM. Turn ignition on. Connect voltmeter between
A/C pressure sensor connector terminal No. 2 and ground. If voltmeter
reads about 5 volts, cause of code is poor contact in ECM connector.
If voltmeter does not read about 5 volts, check wiring between A/C
open circuit.
6) Turn ignition off. Reconnect A/C pressure sensor. Start
engine and idle for 15 seconds. Turn A/C and blower on. If A/C
APPROVED parameter displays YES on Volvo Scan Tool (998-8686), cause
of code is poor contact in A/C pressure sensor connector. If parameter
displays NO, retest using new A/C pressure sensor.
7) If fault is permanent and signal is too low, turn ignition
off. Disconnect A/C pressure sensor. Turn ignition on. Connect
voltmeter between A/C pressure sensor connector terminal No. 2 and
ground. If voltmeter reads about 5 volts, retest using new A/C
pressure sensor. If voltmeter does not read about 5 volts, check
wiring between A/C pressure sensor connector terminal No. 2 and ECM
terminal B9 for a short circuit to ground.
8) If fault is intermittent and signal is too high, check A/C
pressure sensor and ECM connectors for loose connection or contact
resistance. Check wiring between A/C pressure sensor connector
terminal No. 1 and ECM terminal B28 for an intermittent open circuit.
Also check wiring between A/C pressure sensor connector terminal No. 2
and ECM terminal B9 for an intermittent open circuit or short circuit
to ground.
wiring between A/C pressure sensor connector terminal No. 2 and ECM
terminal B9 for an intermittent short circuit to ground. Repair as
necessary.
Code 2-3-1 (Long Term Fuel Trim Partial Load) Or

Code 2-3-2 (Long Term Fuel Trim Idling)
1) Check for other codes. If Code 3-1-5 is stored, perform
testing on that code first. If Code 3-1-5 is not stored, go to next
step.
2) Check status message on Volvo Scan Tool (998-8686). If
status message reads LOWER LIMIT, go to step 8). If status message
reads UPPER LIMIT, go to next step.
3) Turn ignition on. Connect voltmeter between MAF sensor
connector terminals No. 2 and 4. If voltmeter reads .1-.2 volt, go to
next step. If voltmeter does not read .1-.2 volt, test using new MAF
sensor.
4) Check for air leakage in intake system. Repair as
necessary. If air leakage in intake system is not present, go to next
step.
5) Check for air leakage in exhaust system. If there is no
air leakage, go to next step. If there is air leakage, repair as
necessary.
6) Check fuel and residual pressure. If fuel and residual
pressure are okay, go to next step. If fuel and residual pressure are
not okay, repair as necessary.
7) Connect breakout box to ECM and check ground connections.
See COMPUTERIZED ENGINE CONTROLS in I - SYSTEM/COMPONENT TESTS
article. Reconnect ECM. Repair as necessary.
8) If status message reads LOWER LIMIT, turn ignition on.
Connect voltmeter between MAF sensor connectors terminals No. 2 and 4.
If voltmeter reads .1-.2 volt, go to next step. If voltmeter does not
read .1-.2 volt, test using new MAF sensor.
9) Check for air leakage in intake and exhaust system. Repair
as necessary. Check fuel and residual pressure. Repair as necessary.
If no air leakage and fuel and residual pressure are okay, go to next
step.
10) Remove hose leading to intake manifold from EVAP valve.
Connect vacuum pump to EVAP valve coupling. If vacuum gauge does not
show stable vacuum, repair as necessary. If vacuum gauge does show
stable vacuum, go to next step. Check engine oil and fill as
necessary.
11) Start engine and run at idle a few minutes. Using Volvo
Scan Tool (998-8686), read off value on SHORT TERM FUEL TRIM and note
value. Disconnect and plug crankcase ventilation. Read off value of
short term fuel trim once again. If value is more or less unchanged,
go to next step. If value rises, engine oil is diluted with fuel.
12) Connect breakout box to ECM connector and check grounds.
Connect ECM. Check all signals to and from ECM. Repair as necessary.
Code 2-3-3 (Idle Air Trim)

1) If Volvo Scan Tool (998-8686) reads UPPER LIMIT, go to
next step. If scan tool reads LOWER LIMIT, go to step 7).
2) Operate engine at idle. Read off throttle position on scan
tool. If throttle position is 3-8 degrees with throttle shut, go to
next step. If throttle position is not 3-8 degrees with throttle shut,
repair as necessary.
3) Turn ignition off. Ensure air cleaner, air intake, and
hoses and pipes between air cleaner and throttle body are not blocked.
Also check connectors for IAC valve. If all components are okay, go to
next step. If all components are not okay, repair as necessary.
4) Turn ignition off. Disconnect IAC valve. Connect an
ohmmeter between IAC connector terminals No. 1 and 3. If ohmmeter
reads 18-28 ohms, go to next step. If ohmmeter does not read 18-28
ohms, retest using new IAC valve.
5) Turn ignition off. Remove IAC valve. Hold valve at
connector. Turn valve quickly (but carefully) back and forth. Listen
for sound of slide striking.
CAUTION: To prevent scratching and damage, do not touch slide with a

screwdriver or similar tool.
6) If slide in IAC valve strikes, clean IAC valve and ECM

connectors of oxidation or other contact resistance. If slide does not
strike, retest using new IAC valve.
7) Run engine at idle. Using Volvo Scan Tool (998-8686), read
off throttle position. If throttle position is 3-8 degrees with
throttle closed, go to next step. If throttle position is not 3-8
degrees with throttle closed, adjust throttle angle.
8) Turn ignition off. Check IAC valve and related components
for air leakage. Repair as necessary. If no air leakage is present, go
to next step.
9) Turn ignition off. Disconnect IAC valve. Connect an
ohmmeter between IAC valve connector terminal No. 1 and 3. If ohmmeter
reads 18-28 ohms, go to next step. If ohmmeter does not read 18-28
ohms, retest using new IAC valve.
10) Turn ignition off. Remove IAC valve. Hold valve at
connector. Turn valve quickly (but carefully) back and forth. Listen
for sound of slide striking.
CAUTION: To prevent scratching and damage, do not touch slide with a

screwdriver or similar tool.
11) If slide in IAC valve strikes, clean IAC valve and ECM
connectors of oxidation or other contact resistance. If slide does not
strike, retest using new IAC valve.
Code 2-4-1 (EGR System, Flow Malfunction)

1) Turn ignition on. Use Volvo Scan Tool (998-8686) parameter
Diagnostic Test Mode No. 3 and check EGR controller functions. If EGR
controller operates, go to next step. If EGR controller does not
operate, go to step 7).
2) Turn ignition off. Disconnect wire at EGR controller
connector terminal No. 2. Connect a jumper wire between EGR controller
connector terminal No. 2 and ground. Start engine and run at idle. If
engine runs unevenly at idle, fault is intermittent. Go to step 11).
If engine does not run unevenly at idle, go to next step.
3) Turn ignition off. Carefully remove White hose from EGR
controller. Connect vacuum gauge to White hose. Start and run engine
at idle. If vacuum gauge gives any reading, go to next step. If vacuum
gauge does not give a reading, ensure White vacuum hose and connection
to intake manifold are not blocked.
4) Start and run engine at idle. Connect White hose to EGR
controller. Carefully disconnect Yellow hose from EGR controller.
Connect a vacuum gauge to EGR controller connector. Connect loose wire
on EGR controller to ground so as to open EGR controller. If vacuum
gauge gives any reading, go to next step. If vacuum gauge does not
give a reading, retest using new EGR controller.
5) Turn ignition off. Carefully disconnect Yellow hose from
EGR valve. Check Yellow hose for leaks or obstruction. Repair as
necessary. If hose is okay, go to next step.
6) Turn ignition off. Connect Yellow hose to EGR valve.
Connect vacuum pump to Yellow hose at EGR controller. Start engine and
run at idle. Pump vacuum to maximum of 4.35 psi (30 kPa). Check that
EGR valve retains vacuum. Engine should run unevenly when vacuum pump
shows negative pressure. If engine runs evenly when vacuum pump shows
negative pressure but vacuum pump loses vacuum, test using new EGR
valve. If engine runs smoothly at idle when vacuum pump shows negative
pressure and vacuum pump retains vacuum, check if EGR pipe is clogged.
Repair as necessary. If EGR pipe is okay, retest using new EGR valve.
7) If EGR controller does not operate, turn ignition off.
Disconnect EGR controller connector. Turn ignition on. Connect
voltmeter between EGR controller connector terminal No. 1 and ground.
If battery voltage is present, go to next step. If battery voltage is
not present, check wiring between EGR controller connector terminal
No. 1 and main relay connector terminal No. 3 for an open circuit.
8) Turn ignition off. Disconnect EGR controller connector.
Disconnect ECM connector. Connect breakout box to ECM connector.
Reconnect ECM. Connect ohmmeter between breakout box pin No. 40 and
EGR controller connector terminal No. 2. If ohmmeter reads zero ohms,
go to next step. If ohmmeter does not read zero ohms, check wiring
between EGR controller connection terminal No. 2 and breakout box pin
No. 40 for an open circuit.
9) Turn ignition on. Disconnect EGR connector. Connect
less than one volt, go to next step. If voltmeter does not read less
than one volt, check wiring between EGR controller connector terminal
No. 2 and breakout box pin No. 40 for a short circuit to voltage.
10) Turn ignition off. Ensure EGR connector is connected.
Turn ignition on. Use Volvo Scan Tool (998-8686) to check if EGR
controller functions. If EGR controller functions, code was caused by
poor contact in control module and/or EGR controller connector. Repair
as necessary. If EGR controller does not function, retest using new
EGR controller.
11) If fault is intermittent, check EGR controller connection
and ECM connectors for signs of loose connection and contact
resistance. Check wiring between EGR controller connector terminal No.
2 and ECM connector terminal No. 40 for an intermittent open circuit.
Also check wiring between EGR controller connector terminal No. 1 and
main relay connector terminal No. 3 for an intermittent open circuit.
Code 3-1-1 (Vehicle Speed Sensor Signal)

1) Test drive vehicle. Using Volvo Scan Tool (998-8686), read
off VSS signal. If speed is zero MPH, fault is permanent. Go to next
step. If speed is okay, fault is intermittent. Go to step 6).
2) Test drive vehicle and ensure speedometer functions. If
speedometer shows zero MPH, speedometer or one of its components is
defective. If speedometer is okay, determine if speedometer is VDO or
Yazaki style. See the INSTRUMENT PANELS article in the
ACCESSORIES/SAFETY EQUIPMENT section. If speedometer is VDO, go to
next step. If speedometer is Yazaki, go to step 4).
3) Turn ignition on. Check if Code 1-3-1 is stored. If Code
1-3-1 is stored, check wiring between instrument cluster connector
terminal A7 and ECM terminal B18 for a short circuit to voltage. If
Code 1-3-1 is not stored, go to next step.
4) Connect breakout box between ECM and ECM connector. Shift
transmission to Neutral. Raise and support front of vehicle. Turn
ignition on. Connect voltmeter between breakout box pins No. 18 and
28. Rotate front wheels. If voltmeter reading varies between .5-5
volts, source of code is poor contact in ECM connector. Repair as
necessary. If voltmeter shows a steady reading of about zero volts,
check wiring between instrument cluster connector terminal A7 and ECM
terminal B18 for a short circuit to ground. If voltmeter shows a
steady reading of greater than 5 volts, on VDO speedometer, check
wiring between instrument cluster connector terminal A7 and ECM
terminal B18 for an open circuit. On Yazaki speedometer, go to next
step.
5) Turn ignition off. Connect an ohmmeter between breakout
box pins No. 18 and 28. If ohmmeter reads about 500 ohms, check wiring
between instrument cluster connector terminal A7 and control module
terminal B18 for a short circuit to voltage. If ohmmeter does not read
500 ohms, check wiring between instrument cluster connector terminal
A7 and control module terminal B18 for an open circuit.
6) Turn ignition on. Check if Code 1-3-1 is stored. If Code
1-3-1 is stored, check wiring between instrument cluster connector
terminal A7 and ECM terminal B18 for an intermittent short circuit to
voltage. If Code 1-3-1 is not stored, check instrument cluster circuit
for intermittent faults. Check ECM and instrument cluster connectors
for an open circuit. Also check wiring between instrument cluster
connector terminal A7 and ECM terminal B18 for an intermittent open
circuit or intermittent short to ground.
Code 3-1-4 (Camshaft Position Sensor Signal)

1) Check for other codes. If no other codes are present, go
to next step. If Codes 1-2-3, 4-1-1, and possibly 4-1-3 are stored,
check TP sensor, ECT sensor, camshaft position sensor, and EGR
temperature sensor connection at ECM connector terminal A18 for signs
of contact resistance and oxidation.
2) Using Volvo Scan Tool (998-8686) check status message to
determine whether fault is permanent or intermittent. If fault is
permanent, go to next step. If fault is intermittent, go to step 12).
3) Turn ignition off. Wait about 2 minutes. Disconnect
camshaft position sensor. Connect an ohmmeter between camshaft
position sensor connector terminal No. 1 and ground. If ohmmeter reads
about zero ohms, go to step 5). If ohmmeter does not read about zero
ohms, go to next step.
4) Turn ignition off. Disconnect ECM connector. Disconnect
camshaft position sensor connector. Ensure ECM connector terminals are
clean and free of oxidation. Reconnect ECM connector. Connect an
ohmmeter between camshaft position sensor terminal No. 1 and ground.
If ohmmeter reads about zero ohms, source of code is poor contact in
ECM connector. If ohmmeter does not read about zero ohms, check wiring
between camshaft position sensor connector terminal No. 1 and ECM
connector A18 for an open circuit.
5) Turn ignition on. Disconnect camshaft position sensor
connector. Connect voltmeter between camshaft position sensor
connector terminal No. 3 and ground. If battery voltage is present, go
to step 7). If battery voltage is not present, go to next step.
6) Turn ignition off. Disconnect camshaft position sensor.
Ensure ECM connector terminals are clean and free of oxidation.
Reconnect ECM. Turn ignition on. Connect voltmeter between camshaft
position sensor connector terminal No. 3 and ground. If voltmeter
shows battery voltage, source of DTC is poor contact in ECM connector.
If voltmeter does not show battery voltage, check wiring between CMP
sensor connector terminal No. 3 and ECM terminal A36 for an open
circuit.
7) Turn ignition on. Disconnect camshaft position sensor
connector. Connect voltmeter between camshaft position sensor
connector terminal No. 2 and ground. If voltmeter reads about 5 volts,
go to step 10). If voltmeter reads more than about 5 volts, check
wiring between camshaft position sensor connector terminal No. 2 and
ECM terminal A21 for a short circuit to voltage, then go to step 11).
If voltmeter reads less than about 5 volts, go to next step.
camshaft position sensor. Connect an ohmmeter between camshaft
infinite resistance, go to next step. If ohmmeter reads about zero
ohms, check wiring between camshaft position sensor connector terminal
No. 2 and ECM connector terminal A21 for a short circuit to ground.
9) Turn ignition off. Disconnect camshaft position sensor.
Disconnect ECM connector. Ensure ECM connector terminals are clean and
free of oxidation. Reconnect ECM. Connect an ohmmeter between camshaft
.5-3 k/ohms, check for poor contact at ECM connector. If ohmmeter does
not read .5-3 k/ohms, check wiring between camshaft position sensor
connector terminal No. 2 and ECM connector terminal A21 for an open
circuit.
10) Reconnect camshaft position sensor. Attempt to start
engine. If engine starts, code is caused by poor contact at camshaft
position sensor connector or ECM connector. If engine starts, retest
using new camshaft position sensor.
11) Ensure camshaft position sensor is connected. If engine
starts, camshaft position sensor is okay. If engine does not start,
retest using new camshaft position sensor.
12) If fault is intermittent, check camshaft position sensor
and ECM connectors for loose connection, contact resistance, or
oxidation. Check wiring between camshaft position sensor connector
terminal No. 1 and ECM terminal A18 for an intermittent open circuit.
Check wiring between camshaft position sensor connector terminal No. 2
and ECM terminal A21 for an intermittent open circuit, short circuit
to ground, or short circuit to voltage. Also check wiring between
camshaft position sensor connector terminal No. 3 and ECM terminal A36
for an intermittent open circuit.
Code 3-1-5 (EVAP System)

1) Check for other codes. If Code 5-4-1 is also present,
check that code first. If Code 5-4-1 is not present, go to next step.
2) Start and run engine at idle. Remove vacuum hose between
EVAP valve and intake manifold. If vacuum is present in hose, go to
next step. If vacuum is not present in hose, check for obstruction.
Also check hose connection to intake manifold.
3) Start and run engine at idle. Connect hose between EVAP
valve and intake manifold to EVAP valve. Remove hose between EVAP
valve and canister from EVAP valve. If there is no vacuum in EVAP
valve when valve is not activated, go to next step. If there is
vacuum, retest using new EVAP valve.
4) Start and run engine at idle. Disconnect hose between EVAP
valve and canister at EVAP valve. Check if there is vacuum in EVAP
valve when valve is activated. If there is vacuum, go to next step. If
there is no vacuum, retest using new EVAP valve.
5) Start and run engine at idle. Connect vacuum hose between
EVAP valve and canister to EVAP valve. Remove vacuum hose between EVAP
valve and canister from canister. Check if there is vacuum in hose
when EVAP valve is activated. If there is vacuum, check if all
canister inlets and outlets are okay. Repair as necessary. If inlets
and outlets are okay, fault is intermittent. Go to next step. If no
vacuum is present, check for obstruction in hose between EVAP valve
and canister.
6) Check hose between EVAP valve and intake manifold, and
between EVAP valve and canister for an obstruction. Check canister
connections to ensure they are not clogged. Check EVAP valve for dirt
or deposits. Repair as necessary. If no faults can be found, test
system using new EVAP valve.
Code 3-2-5 (Memory Failure)

Check wiring between ECM terminal A26 and battery positive
terminal for an intermittent open circuit. Also check ECM connector
and battery positive terminal for a loose connection, contact
resistance, or oxidation.
Code 3-3-5 (Fault In Wiring Between TCM and ECM)

status message is PERMANENT FAULT, SIGNAL TOO HIGH or PERMANENT FAULT,
SIGNAL TOO LOW, go to next step. If status message is INTERMITTENT
FAULT, SIGNAL TOO HIGH or INTERMITTENT FAULT, SIGNAL TOO LOW, go to
step 3).
2) If fault is permanent and signal is too high, check wiring
between ECM terminal B26 and Transmission Control Module (TCM)
terminal B15 for a short circuit to voltage. If fault is permanent and
signal is too low, check wiring between ECM terminal B26 and TCM
wiring between ECM terminal B26 and TCM terminal B15 for an
intermittent short circuit to voltage. If fault is intermittent and
signal is too low, check wiring between ECM terminal B26 and TCM
terminal B15 for an intermittent short circuit to ground.
Code 4-1-1 (Throttle Position Sensor Signal)

1) Check for other codes. If no other codes are stored, go to
next step. If Codes 1-2-3,1-1-2, 3-1-4 and possibly 4-1-3 are stored,
check Throttle Position (TP) sensor, ECT sensor, CMP sensor, and EGR
temperature sensor connector on ECM for contact resistance and
oxidation.
status message is PERMANENT FAULT, SIGNAL TOO HIGH, go to step 3). If
status message is PERMANENT FAULT, SIGNAL TOO LOW, go to step 10). If
status message is INTERMITTENT FAULT, SIGNAL TOO HIGH, go to step 14).
If status message is INTERMITTENT FAULT, SIGNAL TOO LOW, go to step
16).
3) Turn ignition off. Wait about 2 minutes. If engine cooling
fan is running, wait for it to switch off. Disconnect TP sensor.
Connect ohmmeter between TP sensor connector terminal No. 1 and
ground. If ohmmeter reads about zero ohms, go to step 5). If ohmmeter
does not read about zero ohms, go to next step.
4) Turn ignition off. Disconnect TP sensor. Disconnect ECM.
Clean ECM connector of oxidation or other contact resistance.
Reconnect ECM. Connect an ohmmeter between TP sensor connector
terminal No. 1 and ground. If ohmmeter reads about zero ohms, code is
caused by poor contact at ECM connector. If ohmmeter does not read
about zero ohms, check wiring between TP sensor connector terminal No.
1 and ECM terminal A18 for an open circuit.
5) Turn ignition on. Disconnect TP sensor. Connect voltmeter
between TP sensor connector terminal No. 2 and ground. If voltmeter
reads about 5 volts, go to next step. If voltmeter does not show about
5 volts, check wiring between TP sensor connector terminal No. 2 and
ECM terminal A15 for a short circuit to voltage.
6) Turn ignition on. Disconnect TP sensor. Connect voltmeter
between TP sensor connector terminal No. 3 and ground. If voltmeter
reads about 5 volts, go to step 8). If voltmeter reads about zero
volts, go to step 7). If voltmeter reads more than about 5 volts,
check wiring between TP sensor connector terminal No. 3 and ECM
terminal A16 for a short circuit to voltage. If wiring is okay, go to
step 9).
7) Turn ignition off. Disconnect TP sensor. Disconnect ECM
Reconnect ECM. Turn ignition on. Connect voltmeter between TP sensor
connector terminal No. 3 and ground. If voltmeter reads about 5 volts,
code was caused by poor contact at ECM connector. If voltmeter does
not read about 5 volts, check wiring between TP sensor connector
terminal No. 3 and ECM terminal A16 for an open circuit.
8) Turn ignition off. Reconnect TP sensor. Start and run
engine at idle. Using Volvo Scan Tool (998-8686), read off throttle
angle. Throttle angle should be 3-8 degrees when engine is at idle,
increasing as accelerator is depressed. If reading is okay, source of
code is poor contact at TP sensor connector. If reading is not okay,
retest using new TP sensor.
9) Turn ignition off. Connect TP sensor. Start and run engine
at idle. Using Volvo Scan Tool (998-8686), read off throttle angle.
Throttle angle should be 3-8 degrees when engine is at idle,
increasing as accelerator is depressed. If reading is okay, TP sensor
is okay. If reading is not okay, retest using new TP sensor.
ignition off. Wait about 2 minutes. Disconnect TP sensor. Connect
ohmmeter between TP sensor connector terminal No. 2 and ground. If
ohmmeter reads .4-.6 k/ohms, go to step 12). If ohmmeter reads about
zero ohms, check wiring between TP sensor connector terminal No. 2 and
ECM terminal A15 for a short circuit to ground. If ohmmeter reads
infinite resistance, go to next step.
11) Turn ignition off. Disconnect TP sensor. Disconnect ECM
Reconnect ECM connector. Turn ignition on. Connect voltmeter between
TP sensor connector No. 2 and ground. If voltmeter reads about 5
volts, code is caused by poor contact at ECM terminals. If voltmeter
does not read about 5 volts, check wiring between TP sensor connector
terminal No. 2 and ECM connector terminal A15 for an open circuit.
12) Turn ignition on. Disconnect TP sensor connector. Connect
voltmeter between TP sensor connector terminal No. 3 and ground. If
voltmeter reads about 5 volts, go to next step. If voltmeter does not
read about 5 volts, check wiring between TP sensor connector terminal
No. 3 and ECM terminal A16 for a short circuit to ground.
13) Turn ignition off. Connect TP sensor. Start engine. Using
Volvo Scan Tool (998-8686), read off throttle angle. Throttle angle
should be 3-8 degrees at idle, and increase as accelerator pedal is
depressed. If reading is okay, source of code is poor contact in TP
sensor connector. If reading is not okay, retest using new TP sensor.
14) If fault is intermittent and signal is too high, turn
ignition off. Disconnect TP sensor. Turn ignition on. Connect
voltmeter between TP sensor connector terminal No. 2 and ground. If
voltmeter reads about 5 volts, go to next step. If voltmeter does not
read about 5 volts, check wiring between TP sensor connector terminal
No. 2 and ECM terminal A15 for a short circuit to voltage.
15) Check TP sensor and ECM sensor connector terminals for
loose connection, contact resistance, or oxidation. Check wiring
between TP sensor connector terminal No. 3 and ECM terminal A16 for an
intermittent open circuit or short circuit to voltage.
16) If fault is intermittent and signal is too low, check TP
sensor and ECM sensor connector terminals for loose connection,
contact resistance, and oxidation. Check wiring between TP sensor
connector terminal No. 3 and ECM connector terminal A16 for an
intermittent short circuit to ground. Also check wiring between TP
sensor connector terminal No. 2 and ECM connector terminal A15 for an
intermittent open circuit or short circuit to ground.
Code 4-1-3 (EGR Temperature Sensor Signal)

1) Check for any other codes. If Code 1-5-4 is present,
perform testing for that code first. If no other codes are present, go
to next step.
2) Using Volvo Scan Tool (998-8686), check code status
message. If SIGNAL TOO HIGH is displayed, go to next step. If SIGNAL
TOO LOW is displayed, go to step 13). If FAULTY SIGNAL is displayed,
go to step 16).
3) If SIGNAL TOO HIGH is displayed, turn ignition on. Using
Volvo Scan Tool, use Diagnostic Test Mode (DTM) No. 3 to check if EGR
controller functions. If EGR controller functions, go to next step. If
EGR controller does not function, go to step 7).
4) Turn ignition off. Disconnect wire from EGR controller
connector terminal No. 2. Connect jumper wire to free end of
disconnected wire. Start and run engine at idle. Connect other end of
jumper wire to ground. If engine runs unevenly at idle, go to next
step. If engine does not run unevenly, check vacuum in EGR controller.
See CODE 2-4-1 (EGR SYSTEM FLOW MALFUNCTION).
5) Run engine at idle. Connect free wire at EGR temperature
sensor to ground. Using Volvo Scan Tool (998-8686), observe voltage at
EGR temperature sensor. If voltage drops when engine runs unevenly, go
to step 17). If voltage does not drop when engine runs unevenly, go to
next step.
6) Turn ignition off. Disconnect EGR temperature sensor. Turn
ignition on. Connect voltmeter between EGR temperature sensor
connector terminal No. 2 and ground. If voltmeter reads zero volts, go
to next step. Repair as necessary. If voltmeter does not read zero
volts, check wire between EGR temperature sensor connector terminal
No. 2 and ECM terminal A18 for a short to voltage.
7) Turn ignition off. Wait about 2 minutes. Disconnect EGR
temperature sensor. Connect an ohmmeter between EGR temperature sensor
connector terminal No. 2 and ground. If ohmmeter reads about zero
ohms, go to step 9). If ohmmeter does not read about zero ohms, go to
next step.
8) Turn ignition off. Disconnect EGR temperature sensor
connector. Ensure connector terminals are clean and tight. Repair as
necessary. Reconnect EGR temperature sensor connector. Connect an
ohmmeter between EGR temperature sensor connector terminal No. 2 and
ground. If ohmmeter reads about zero ohms, code is caused by poor
contact in ECM connector. If ohmmeter does not read about zero ohms,
check wiring between EGR temperature sensor connector terminal No. 2
and ECM terminal A18 for an open circuit.
9) Turn ignition on. Disconnect EGR temperature sensor
connector. Connect voltmeter between EGR temperature sensor connector
step 11). If voltmeter reads less than 5 volts, go to next step. If
voltmeter reads greater than 5 volts, check wiring between EGR
temperature sensor connector terminal No. 1 and ECM terminal A35 for a
short circuit to voltage, then go to step 12).
10) Turn ignition off. Disconnect EGR temperature sensor.
Ensure connector terminals are clean and tight. Repair as necessary.
Reconnect connector. Turn ignition on. Connect voltmeter between EGR
temperature sensor connector terminal No. 1 and ground. If voltmeter
reads about 5 volts, code was caused by poor contact in ECM connector.
If voltmeter does not read about 5 volts, check wiring between EGR
temperature sensor connector terminal No. 1 and ECM terminal A35 for
an open circuit.
connector. Connect an ohmmeter between EGR connector terminals No. 1
and 2. If ohmmeter reads about 200 k/ohms, cause of code was poor
contact in EGR temperature sensor connector. Repair as necessary. If
about 200 k/ohms are not present, retest using new EGR temperature
sensor.
12) EGR temperature sensor may give defective reading due to
signal wiring shorting to voltage. To check, turn ignition off.
Disconnect EGR temperature sensor. Connect an ohmmeter between EGR
temperature sensor connector terminals No. 1 and 2. If ohmmeter reads
about 200 k/ohms, EGR temperature sensor is okay. If ohmmeter does not
read about 200 k/ohms, retest using new EGR temperature sensor.
13) If signal is too low, start engine and run at idle. Using
Volvo Scan Tool (998-8686), check voltage at EGR temperature sensor.
If voltage is greater than .1 volt, go to step 18). If voltage is not
greater than .1 volt, go to next step.
connector. Start engine and run at idle. Using Volvo Scan Tool (998-
8686), read off EGR temperature sensor signal. If reading is about 5
volts, go to next step. If reading is not about 5 volts, check wiring
between EGR temperature sensor connector terminal No. 1 and ECM
terminal A35 for a short circuit to ground.
connector. Connect an ohmmeter between EGR temperature sensor
connector terminals No. 1 and 2. If ohmmeter reads about 200 k/ohms,
cause of code is poor contact in EGR temperature sensor connector.
Repair as necessary. If ohmmeter does not read about 200 k/ohms,
retest using new EGR temperature sensor.
16) Check EGR temperature sensor and ECM connector terminals
for signs of loose connection or poor contact. Repair as necessary.
Check wiring between EGR temperature sensor connector terminal No. 1
and ECM terminal A35 for an intermittent open circuit, short circuit
to ground, or short circuit to voltage. Also check wiring between EGR
temperature connector terminal No. 2 and ECM terminal A18 for an
intermittent open circuit. Repair as necessary.
EGR temperature sensor connector for signs of loose connection or poor
contact. Repair as necessary. Check wiring between EGR temperature
sensor connector terminal No. 1 and ECM terminal A35 for an
intermittent open circuit or short circuit to voltage. Also check
wiring between EGR temperature sensor connector terminal No. 2 and ECM
terminal A18 for an intermittent open circuit.
wiring between EGR temperature sensor connector terminal No. 1 and ECM
terminal A35 for an intermittent short circuit to ground.
Code 4-1-4 (Charge Pressure Control)

1) Turn ignition on. Leave MAF sensor connected. Connect
voltmeter between MAF sensor connector terminals No. 2 and 4. If
voltmeter reads .1-.2 volt, go to step 3). If voltmeter does not read
.1-.2 volt, go to next step.
2) Turn ignition off. Ensure MAF sensor and ECM connector
terminals are clean and tight. Repair as necessary. Reconnect
connectors. Turn ignition on. Connect voltmeter between MAF sensor
connector terminals No. 2 and 4. If voltmeter reads .1-.2 volt, source
of code was poor contact in MAF or ECM connector terminals. If
voltmeter does not read .1-.2 volt, retest using new MAF sensor.
3) Turn ignition off. Connect breakout box and check grounds.
article. Disconnect ECM. Turn ignition on. Connect voltmeter between
breakout box pin No. 42 and ground. If battery voltage is present, go
to next step. If battery voltage is not present, check wiring between
ECM terminal B42 and Transmission Control Module (TCM) terminal B1 for
an intermittent fault.
4) Turn ignition off. Check Turbocharger (TC) control valve
and ECM connector for contact resistance or poor contact. Repair as
necessary. Reconnect TC control valve and ECM connectors. Turn
ignition on. Using Volvo scan tool in Diagnostic Test Mode (DTM) No.
3, check that TC control valve ticks. If TC control valve ticks, go to
next step. If TC control valve does not tick, retest using new TC
control valve.
5) Turn ignition off. Check hoses between TC and TC control
valve, and hose between TC control valve and pressure servo for
wastegate valve for obstruction or kinks. Also check that TC control
valve is not blocked between Red and Yellow connectors when valve is
activated. Valve should be open between Red and Yellow connectors when
not activated. If hoses and TC control valve are okay, go to next
step. If hoses and/or TC control valve are blocked, repair as
necessary.
6) Turn ignition off. Remove hose from pressure servo.
Connect Manometer (999-5230) and Pressure Tester (998-5496) to
pressure servo. Pump up pressure to about 46.6 psi. If pressure servo
fully opens, check pressure servo setting. See procedures in the
I - SYSTEM/COMPONENT TESTS article. Replace wastegate valve pressure
servo. If pressure servo is not okay, retest with a new pressure
servo. Replace wastegate valve pressure servo.
Code 4-1-6 (Charge Pressure Reduction From Transmission

Control Module)
1) Using Volvo Scan Tool (998-8686), check status message. If
fault is permanent, go to next step. If fault is intermittent, go to
step 3).
2) If fault is permanent, check wiring between ECM terminal
B42 and Transmission Control Module (TCM) terminal B1 for a short
circuit to ground. Repair as necessary.
3) If fault is intermittent, check wiring between ECM
terminal B42 and Transmission Control Module (TCM) terminal B1 for an
intermittent short circuit to ground. Repair as necessary.
Code 4-2-5 (Rear HO2S Lambdasond)

1) Perform a compression check on all cylinders. Repair as
necessary. If compression is okay, go to next step.
necessary. If there is no air leakage in intake system, check for air
leakage in exhaust system. Repair as necessary. If there is no air
leakage in exhaust system, check fuel and residual pressure. Repair as
necessary. If fuel and residual pressure are okay, retest using new
HO2S.
Code 4-3-2 (Temperature Warning Level 1) Or

Code 5-1-3 (Temperature Warning Level 2)
testing for that code first. If Code 5-1-4 is not stored, go to next
step.
2) Using Volvo Scan Tool (998-8686), use Diagnostic Test Mode
(DTM) 3 to check if engine cooling fan is functioning and that air is
being drawn into connector for ECM box air hose in fan shroud. If
engine cooling fan operates, go to next step. If engine cooling fan
does not operate, perform testing for Code 5-1-4.
3) Turn ignition on. Set blower switch at highest speed.
Close dash vents. Check if there is a slight stream of air from
control module box air hose. If air is blowing from hose, control
module box is cooling okay. Erase code. If no air is coming from hose,
ensure hoses and couplings are in place and not blocked. Repair as
necessary.
Code 4-3-5 (Front HO2S Too Slow)

testing for that code first. If Code 4-3-6 is not stored, go to next
step.
front HO2S.
Code 4-3-6 (Rear HO2S Compensation)

testing for that code first. If Code4-2-5 is not stored, go to next
step.
necessary. If fuel and residual pressure are okay, go to next step.
4) Turn ignition on. Connect fuel pressure gauge to system.
Squeeze hose between EVAP valve and intake manifold with Hose Pliers
(115 8957). Code for EVAP system can be set. Start engine and run at
idle until rear HO2S starts operating. Rear HO2S starts operating a
short time after rear HO2S preheating starts.
5) Increase fuel pressure by squeezing hose after fuel
pressure regulator with Hose Pliers (115 8957). Voltage across rear
HO2S terminals should increase to about .8 volt. Remove hose pliers.
Remove instrument cluster hose at intake manifold. If voltage across
rear HO2S terminals drops to about zero volts, retest using new front
HO2S. If voltage across rear HO2S terminals does not drop to about
zero volts, retest using new rear HO2S.
Code 4-4-3 (TWC Efficiency)

1) Check for other codes. If any code for misfiring is stored
(Codes 4-5-1, 4-5-2, 4-5-3, 4-5-4, 4-5-5, 5-4-2, 5-4-3, 5-5-1, 5-5-2,
5-5-3, 5-5-4, 5-5-5, 5-4-4 or 5-4-5) perform that testing first. If
Codes 4-3-5 or 4-3-6 are stored, perform testing for that code first.
If none of the above codes are stored, go to next step.
TWC.
Code 4-4-4 (Acceleration Sensor Signal)

status message reads PERMANENT FAULT, SIGNAL TOO HIGH, go to next
step. If status message reads PERMANENT FAULT, SIGNAL TOO LOW, go to
step 12). If status message reads INTERMITTENT FAULT, SIGNAL TOO HIGH,
go to step 13). If status message reads INTERMITTENT FAULT, SIGNAL TOO
LOW, go to step 15).
2) If PERMANENT FAULT, SIGNAL TOO HIGH is displayed on scan
tool, turn ignition off. Wait about 2 minutes. Disconnect acceleration
sensor. Connect an ohmmeter between acceleration sensor connector
terminal No. 1 and ground. If ohmmeter reads about 5-20 k/ohms, go to
step 7). If ohmmeter reads infinite resistance, go to next step. If
ohmmeter reads about zero ohms on non-A/C equipped vehicles, go to
step 4). If ohmmeter reads about zero ohms on A/C equipped vehicles,
go to step 5).
3) Turn ignition off. Disconnect acceleration sensor
necessary. Reconnect connector. Connect an ohmmeter between
acceleration sensor connector terminal No. 1 and ground. If ohmmeter
reads 5-20 k/ohms, code was caused by poor connector contact. If
ohmmeter does not read 5-20 k/ohms, check wiring between acceleration
sensor connector terminal No. 1 and ECM terminal B1 for an open
circuit.
connector. Disconnect ECM. Connect an ohmmeter between acceleration
sensor connector terminal No. 1 and ground. If ohmmeter reads about
zero ohms, check wiring between acceleration sensor connector terminal
No. 1 and ECM terminal B1 for a short circuit to ground. If ohmmeter
reads infinite resistance, check prerouted wiring between A/C pressure
sensor connector terminal No. 3 and ECM terminal B29 for a short
circuit to ground.
connector. Disconnect A/C pressure sensor connector. Connect an
ohmmeter between acceleration sensor connector terminal No. 1 and
ohmmeter reads 5-20 k/ohms, retest using new A/C pressure sensor.
connector. Connect A/C pressure sensor. Disconnect ECM. Connect
ohmmeter between acceleration sensor connector terminal No. 1 and
ground. If ohmmeter still reads zero ohms, check wiring between
acceleration sensor connector terminal No. 1 and ECM terminal B1 for a
short to ground. If ohmmeter reads infinite resistance, check wiring
between A/C pressure sensor connector terminal No. 3 and ECM terminal
B29 for a short circuit to ground.
connector. Connect an ohmmeter between acceleration sensor connector
step 9). If ohmmeter does not read about zero ohms, go to next step.
necessary. Reconnect connector. Connect an ohmmeter between
acceleration sensor connector terminal No. 2 and ground. If ohmmeter
reads about zero ohms, go to next step. If ohmmeter does not read
about zero ohms, check wiring between acceleration sensor connector
terminal No. 2 and ECM terminal B28 for an open circuit.
9) Turn ignition on. Disconnect acceleration sensor
connector. Connect voltmeter between acceleration sensor connector
step 11). If voltmeter reads more than 5 volts, check wiring between
acceleration sensor connector terminal No. 3 and ECM terminal B32 for
a short to voltage. If voltmeter reads about zero volts, go to next
step.
connector. Ensure connector terminals are clean and tight. Reconnect
connector. Turn ignition on. Connect voltmeter between acceleration
sensor connector terminal No. 3 and ground. If voltmeter reads about 5
volts, code was caused by poor terminal contact. If voltmeter does not
read about 5 volts, check wiring between acceleration sensor connector
terminal No. 3 and ECM terminal B32 for an open circuit.
11) Turn ignition on. Reconnect acceleration sensor
connector. Erase code. Start engine and run at idle. If code does not
reoccur, source of code is poor contact in acceleration sensor
connector. Repair as necessary. If code reoccurs, retest using new
acceleration sensor.
ignition off. Disconnect acceleration sensor. Turn ignition on.
Connect voltmeter between acceleration sensor connector terminal No. 3
and ground. If voltmeter reads about 5 volts, retest using new
acceleration sensor. If voltmeter does not read about 5 volts, check
wiring between acceleration sensor connector terminal No. 3 and ECM
acceleration sensor and ECM connectors for poor terminal contact.
Repair as necessary. Check wiring between acceleration sensor
connector terminal No. 1 and ECM terminal B1 for an intermittent open
or short circuit to ground. Check wiring between acceleration sensor
connector terminal No. 2 and ECM terminal B28 for an intermittent open
circuit. Check wiring between acceleration sensor connector terminal
No. 3 and ECM terminal B32 for an intermittent short circuit to
voltage or intermittent open circuit.
14) On vehicles with A/C, also check wiring between A/C
intermittent short circuit to ground. On vehicles without A/C, check
prerouted wiring between connector No. 3 for A/C pressure sensor and
ECM terminal B29 for an intermittent short circuit to ground.
wiring between acceleration sensor connector terminal No. 3 and ECM
terminal B32 for an intermittent short circuit to ground.
Code 4-5-1 (Misfire Cylinder No. 1),

Code 5-4-2 (Misfire More Than One Cylinder),
Code 5-4-3 (Misfire At Least One Cylinder),
Code 5-5-1 (Misfire Cylinder No. 1, TWD Damage),
Code 5-5-2 (Misfire Cylinder No. 2, TWC Damage),
Code 5-4-4 (Misfire More Than One Cylinder, TWC Damage), Or
Code 5-4-5 (Misfire At Least One Cylinder, TWC Damage)
1) Check for other trouble codes. If any other trouble codes
are stored, perform diagnosis for other codes first. If no other codes
are stored, go to next step.
2) Read off all other misfiring codes. If Code 5-4-2 and/or
Code 5-4-4 are stored, misfiring has occurred in more than one
cylinder. If misfiring occurred in several cylinders, go to step 6).
If misfiring occurred in one cylinder, go to next step.
3) Check all spark plugs, cylinder compression, cooling
system, ignition wiring, and distributor cap and rotor. Repair as
necessary. If all components are okay, use Volvo Scan Tool (998-8686)
and check flywheel. Start engine and run at idle. Read off values on
scan tool for FLY ADAP B, FLY ADAP C, FLY ADAP D, and FLY ADAP E. If
readings are -97 to +97, check wiring and injector connectors. If any
readings are incorrect, check RPM sensor tip and hole down by
flywheel/connecting flange for damage, scratches, and metal particles.
If RPM sensor and hole are okay, retest using new flywheel.
4) Check wiring between relevant injector and ECM for signs
of an intermittent open circuit, short circuit to ground, or
intermittent short circuit to voltage. Also check suspect injector
connector and ECM connector for poor terminal contact or oxidation.
Repair as necessary, then go to next step.
5) Check for air leakage in intake or exhaust system. Repair
as necessary. If no air leakage is present, check fuel and residual
pressure. Repair as necessary. If fuel and residual pressure are okay,
system is operating normally.
6) If misfiring is occurring in several cylinders, remove
spark plugs and perform a compression test. Repair as necessary. If
compression is okay, go to next step.
7) Connect Pressure Tester (998 5496) to expansion tank. Pump
up pressure to about 14.5 psi. Shine flashlight into each cylinder and
ensure there is no leakage between cooling system and cylinders. If
leakage is present, repair as necessary. If no leakage is present, go
to next step.
8) Remove all ignition wires. Check wires for cracks or
arcing. Measure resistance in each ignition wire. Depending on length,
resistance should be 1.5-4.5 k/ohms. Replace ignition wires as
necessary. If wires are okay, go to next step.
9) Remove distributor cap and rotor. Check distributor cap
and rotor for cracks, arcing, or other signs of damage. Replace as
necessary. If cap and rotor are okay, go to next step.
10) Turn ignition off. Disconnect cable terminal from
ignition coil connector terminal No. 15. Connect an ohmmeter between
ignition coil terminals No. 1 and 15. If ohmmeter reads .5-1.5 ohms,
go to next step. If ohmmeter does not read .5-1.5 ohms, retest using
new ignition coil, then go to step 12).
11) Turn ignition off. Disconnect ignition coil high tension
wire. Connect an ohmmeter between ignition coil terminal No. 15 and
high tension connector on ignition coil. If ohmmeter reads 8-9 k/ohms,
go to next step. If ohmmeter does not read 8-9 k/ohms, retest using
new ignition coil. Go to next step.
12) Install new spark plugs. Install distributor cap and
connect all ignition wiring. Connect cable terminal to ignition coil.
Start engine and run at idle. Connect voltmeter between ignition coil
connector terminal No. 15 and ground. If voltmeter reads battery
voltage, go to next step. If voltmeter does not read battery voltage,
check voltage supply connectors at junction box.
13) Turn ignition off. Wait about 2 minutes. Disconnect power
stage 4-pin connector. Connect ohmmeter between power stage connector
next step. If ohmmeter does not read about zero ohms, check power
stage ground connector for poor terminal contact. Repair as necessary,
then go to next step.
14) Check wiring between power stage connector terminal No. 4
and ECM terminal B11, wiring between power stage connector terminal
No. 1 and ground, and wiring between power stage connector terminal
No. 3 and battery voltage for an intermittent open circuit, short
circuit to ground, or short circuit to voltage. Ensure all connectors
are clean and tight. Repair as necessary, then go to next step.
15) Start engine and run at idle. Using Volvo Scan Tool (998-
8686), read off values on FLY ADAP B, FLY ADAP C, FLY ADAP D, and FLY
ADAP E. If readings are -97 to +97, go to next step. If readings are
not -97 to +97, check RPM sensor tip and hole down by
flywheel/connecting flange for damage, scratches, and metal shavings.
Repair as necessary. If RPM sensor and hole are okay, retest using new
flywheel.
16) Check wiring between injectors connector terminal No. 1
and main relay terminal No. 3, and wiring between ECM terminal A41 and
main relay connector terminal No. 1 for an intermittent open circuit.
Also check connectors at injectors, main relay, and ECM for loose
connection. Repair as necessary. Go to next step.
17) Check wiring between ECM terminal B27 and fuel pump relay
connector terminal No. 4, wiring between fuel pump relay connector
terminal No. 2 and ground, wiring between battery positive terminal
and fuel pump connector terminal No. 1, wiring between fuel pump relay
connector terminal No. 3 and fuel pump connector terminal No. 1, and
wiring between fuel pump connector terminal No. 2 and ground. Also
check all connectors for good terminal contact. Repair as necessary.
Go to next step.
18) Check intake and exhaust systems for air leakage. Check
engine oil level. Check fuel and residual pressure. Repair as
necessary. If all checks are okay, system is operating normally.
Code 5-1-4 (Engine Cooling Fan Half Speed)

1) Using Volvo Scan Tool (998-8686), read off status message.
If PERMANENT FAULT, SIGNAL TOO HIGH is displayed, go to next step. If
PERMANENT FAULT, SIGNAL TOO LOW is displayed, go to step 3). If
INTERMITTENT FAULT, SIGNAL TOO HIGH is displayed, go to step 8). If
INTERMITTENT FAULT, SIGNAL TOO LOW is displayed, go to step 9).
2) If PERMANENT FAULT, SIGNAL TOO HIGH is displayed, turn
ignition off. Disconnect connector "B" from Fuel Control (FC) relay.
Turn ignition on. Connect voltmeter between FC relay connector "B",
terminal No. 1, and ground. If voltmeter reads about zero volts,
retest using new FC relay. If voltmeter does not read about zero
volts, check wiring between FC relay connector "B", terminal No. 1,
and ECM terminal A7 for a short circuit to voltage.
3) IF PERMANENT FAULT, SIGNAL TOO LOW is displayed, turn
ignition off. Disconnect connector "A" from Fuel Control (FC) relay.
Connect voltmeter between FC relay connector "A" and ground. If
voltmeter reads battery voltage, go to next step. If voltmeter does
not read battery voltage, check fusible link in wiring between starter
motor and FC relay. Check relay and fan motor before replacing fusible
link.
4) Turn ignition off. Disconnect connectors "A" and "B" from
FC relay. Connect an ohmmeter between FC relay connector "B", terminal
No. 1, and ground. If ohmmeter reads 28-38 k/ohms, go to step 6). If
ohmmeter reads about zero ohms, check wiring between FC relay
connector "B", terminal No. 1, and ECM terminal A7 for a short circuit
to ground. If ohmmeter reads infinite resistance, go to next step.
5) Turn ignition off. Disconnect FC relay connectors "A" and
"B". Ensure all terminal connectors are clean and tight. Reconnect
connectors. Connect an ohmmeter between FC relay connector "B",
terminal No. 1, and ground. If ohmmeter reads 28-38 k/ohms, go to step
7). If ohmmeter does not read 28-38 k/ohms, check wiring between FC
relay connector "B", terminal No. 1, and ECM terminal A7 for an open
circuit.
6) Turn ignition off. Disconnect connectors "A" and "B" from
FC relay. Connect an ohmmeter between FC relay connector "B", terminal
No. 2, and ground. If ohmmeter reads infinite resistance, go to next
step. If ohmmeter does not read infinite resistance, check wiring
between FC relay connector "B", terminal No. 2, and ECM terminal A22
for a short circuit to ground.
7) Turn ignition off. Ensure connectors "A" and "B" are
connected to FC relay. Start engine and run at idle. Using Volvo Scan
Tool (998-8686), read off status message. If status message is
PERMANENT, SIGNAL TOO LOW, retest using new FC relay. If status
message is intermittent, source of code is poor contact in FC relay
and/or ECM connector. Ensure connector terminals are clean and free of
oxidation.
wiring between FC relay connector "B", terminal No. 1 , and ECM
terminal A7 for an intermittent short circuit to voltage.
9) If fault is intermittent and signal is too low, check FC
relay and ECM connectors for loose connection or poor terminal
contact. Check wiring between FC relay connector "B", terminal No. 1,
and ECM terminal A7 for signs of an intermittent open or short circuit
to ground. Also check wiring between FC relay connector "A", terminal
No. 1, and starter motor for an intermittent open circuit.
Code 5-2-1 (Front HO2S Preheating) Or

Code 5-2-2 (Rear HO2S Preheating)
1) Check status message using Volvo Scan Tool (998-8686). If
PERMANENT FAULT, SIGNAL TOO HIGH is displayed, go to next step. If
PERMANENT FAULT, SIGNAL TOO LOW is displayed, go to step 3). If
INTERMITTENT FAULT, SIGNAL TOO HIGH is displayed, go to step 8). If
INTERMITTENT FAULT, SIGNAL TOO LOW is displayed, go to step 9).
2) If PERMANENT FAULT, SIGNAL TOO HIGH is displayed, turn
ignition off. Disconnect front HO2S Black connector and/or rear HO2S
Gray connector. Turn ignition on. Connect voltmeter between HO2S
connector terminal No. 2 and ground. If voltmeter reads about zero
volts, retest using new HO2S. If voltmeter does not read about zero
volts, check wiring between HO2S connector terminal No. 2 and ECM
terminal A14 (Code 5-2-1) or terminal A29 (Code 5-2-2) for signs of a
short circuit to voltage.
3) If PERMANENT FAULT, SIGNAL TOO LOW is displayed, turn
ignition off. Disconnect front HO2S Black connector and/or rear HO2S
Gray connector. Turn ignition on. Connect voltmeter between HO2S
connector terminal No. 1 and ground. If voltmeter reads battery
voltage, go to next step. If voltmeter does not read battery voltage,
check wiring between HO2S connector terminal No. 1 and main relay
connector terminal No. 3 for an open circuit.
4) Turn ignition on. Disconnect HO2S connector. Connect
voltmeter between HO2S connector terminal No. 2 and ground. If
voltmeter reads about zero volts, go to next step. If voltmeter does
not read about zero volts, check wiring between HO2S connector
terminal No. 2 and ECM terminal A14 (Code 5-2-1) or terminal A29 (Code
5-2-2) for a short circuit to voltage.
5) Turn ignition off. Wait about 2 minutes. Disconnect HO2S
connector. Disconnect ECM. Connect ohmmeter between HO2S connector
terminal No. 2 and ground. If ohmmeter reads infinite resistance, go
to next step. If ohmmeter does not read infinite resistance, check
wiring between HO2S connector terminal No. 2 and ECM terminal A14
(Code 5-2-1) or terminal A29 (Code 5-2-2) for a short circuit to
ground.
6) Turn ignition off. Disconnect HO2S and ECM connectors.
Connect Breakout Box (981-3190) to ECM connector. Check all grounds.
article. Connect an ohmmeter between HO2S connector terminal No. 2 and
breakout box pin No. 14 (Code 5-2-1) or pin No. 29 (Code 5-2-2). If
read about zero ohms, check wiring between HO2S connector terminal No.
2 and ECM terminal A14 (Code 5-2-1) or terminal A29 (Code 5-2-2) for
an open circuit.
7) Turn ignition off. Reconnect HO2S connector. Disconnect
ECM connector. Connect ohmmeter between breakout box pins No. 27 and
No. 14 (Code 5-2-1) or No. 29 (Code 5-2-2). If ohmmeter reads 1.5-13
ohms, code is caused by poor contact in ECM and/or HO2S connector. If
ohmmeter does not read 1.5-13 ohms, retest using new HO2S.
8) If INTERMITTENT FAULT, SIGNAL TOO HIGH is displayed, check
wiring between HO2S connector terminal No. 2 and ECM terminal A14
(Code 5-2-1) or terminal A29 (Code 5-2-2) for an intermittent short
circuit to voltage.
9) If INTERMITTENT FAULT, SIGNAL TOO LOW is displayed, check
wiring between HO2S connector terminal No. 1 and main relay connector
terminal No. 3 for an intermittent open circuit. Check wiring between
HO2S connector terminal No. 2 and ECM terminal A14 (Code 5-2-1) or
terminal A29 (Code 5-2-2) for an intermittent open circuit or short
circuit to ground. Also check HO2S and ECM connectors for loose
connection, contact resistance, and oxidation.
Code 5-3-1 (Power Stage Group "A")

1) Check for other codes. If one or more of Codes 1-1-5, 1-2-
5, 1-3-5, 1-4-5, or 1-5-5 are stored, perform testing for that code
first. If Code 5-4-1 is stored, perform testing for this code second.
If no other codes are stored, go to next step.
2) Using Volvo Scan Tool (998-8686) set to Diagnostic Test
Mode (DTM) No. 3, check that injectors operate properly. For DTM No. 3
to operate correctly, 3 injectors must be disconnected. Test must be
performed several times with different injectors. If injectors
function, go to step 8). If injectors do not function, go to next
step.
3) Turn ignition off. Disconnect suspect injector. Turn
ignition on. Connect voltmeter between injector connector terminal No.
1 and ground. If voltmeter reads battery voltage, go to next step. If
voltmeter does not read battery voltage, check wiring between main
relay connector terminal No. 3 and injector connector terminal No. 1
4) Turn ignition off. Disconnect suspect injector connector.
Connect ohmmeter between injector connector terminals No. 1 and 2. If
ohmmeter reads about 14.5 ohms, go to next step. If ohmmeter does not
read 14.5 ohms, retest using new injector.
5) Turn ignition on. Disconnect suspect injector connector.
Connect voltmeter between injector connector terminal No. 2 and
ground. If voltmeter reads about zero volts, go to next step. If
voltmeter does not read about zero volts, check wiring between
injector connector terminal No. 2 and ECM terminals A10, A38, A24, A23
or A9 (depending on which injector is inoperative) for a short circuit
to voltage.
suspect injector connector. Connect ohmmeter between injector
connector terminal No. 2 and ground. If ohmmeter reads 25-40 k/ohms,
source of code is poor contact in injector connector. Repair as
necessary. If ohmmeter reads infinite resistance, go to next step. If
ohmmeter reads about zero ohms, check wiring between injector
connector terminal No. 2 and ECM terminal A10, A38, A24, A23 or A9
(depending on which injector does not work) for a short circuit to
ground.
7) Turn ignition off. Disconnect suspect injector connector.
Ensure ECM connector terminals are clean and tight. Repair as
necessary. Connect an ohmmeter between injector connector terminal No.
2 and ground. If ohmmeter reads 25-40 k/ohms, code is caused by poor
contact at ECM connector. If ohmmeter does not read 25-40 k/ohms,
check wiring between injector connector terminal No. 2 and ECM
terminal A10, A38, A24, A23 or A9 for an open circuit.
8) Using Volvo Scan Tool (998-8686) and Diagnostic Test Mode
(DTM) No. 3, verify EVAP valve is operating correctly. If EVAP is
okay, fault is intermittent. Go to step 14). If EVAP is not okay, go
to next step.
9) Remove EVAP valve from bracket. Remove sound insulation
from valve. Turn ignition off. Disconnect EVAP valve. Turn ignition
on. Connect voltmeter between EVAP valve connector terminal No. 1 and
ground. If voltmeter reads battery voltage, go to next step. If
voltmeter does not read battery voltage, check wiring between EVAP
valve connector terminal No. 1 and main relay for an open circuit.
10) Turn ignition off. Disconnect EVAP valve. Connect
ohmmeter between EVAP valve connector terminals No. 1 and 2. If
ohmmeter reads about 26 ohms at 68 F, go to next step. If ohmmeter
does not read about 26 ohms, retest using new EVAP valve.
11) Turn ignition on. Disconnect EVAP valve connector.
Connect voltmeter between EVAP valve connector terminal No. 2 and
ground. If voltmeter reads about zero volts, go to next step. If
voltmeter does not read about zero volts, check wiring between EVAP
valve connector terminal No. 2 and ECM terminal A39 for a short
circuit to voltage.
12) Turn ignition off. Wait about 2 minutes. Disconnect EVAP
valve connector. Connect an ohmmeter between EVAP valve connector
terminal No. 2 and ground. If ohmmeter reads about 25-40 k/ohms, code
is caused by poor terminal contact in EVAP valve connector. Repair as
necessary. If ohmmeter reads infinite resistance, go to next step. If
ohmmeter reads about zero ohms, check wiring between EVAP valve
ground.
13) Turn ignition off. Disconnect EVAP valve connector.
Ensure ECM connector terminals are clean and tight. Repair as
necessary. Connect ohmmeter between EVAP valve connector terminal No.
2 and ground. If ohmmeter reads 25-40 k/ohms, source of code was poor
contact in ECM connector. If ohmmeter does not read 25-40 k/ohms,
check wiring between EVAP valve connector terminal No. 2 and ECM
14) If fault is intermittent, check wiring between main relay
connector terminal No. 3 and injector connector terminal No. 1 for an
intermittent open circuit. Check wires between injector connector
terminal No. 2 and ECM terminals A10, A38, A24, A23 and A9 for an
intermittent open circuit, short circuit to ground, or intermittent
short circuit to voltage. Check wiring between main relay connector
terminal No. 3 and EVAP valve connector terminal No. 1 for an
intermittent open circuit. Check wiring between EVAP valve connector
terminal No. 2 and ECM terminal A39 for an intermittent open circuit,
short circuit to ground, or short circuit to voltage. Also check main
relay, injector, EVAP valve and ECM connector for loose connection.
Code 5-3-2 (Power Stage Group ’’B’’)

1) Check if other codes are present. If Codes 2-2-3, 2-4-5,
5-1-4, or 5-3-5 are stored, perform testing for these first. If no
other codes are stored, go to next step.
2) Disconnect 3 injectors. Using Volvo Scan Tool (998-8686)
set to Diagnostic Test Mode (DTM) No. 3, verify that IAC valve
operates. If IAC valve functions, go to step 11). If IAC valve does
not operate, go to next step.
3) Turn ignition off. Disconnect IAC valve. Turn ignition on.
Connect voltmeter between IAC valve connector terminal No. 2 and
ground. If battery voltage is present, go to next step. If battery
voltage is not present, check wiring between IAC valve connector
terminal No. 2 and main relay connector terminal No. 3 for an open
circuit.
4) Turn ignition off. Disconnect IAC valve connector. Connect
ohmmeter between IAC valve connector terminals No. 1 and 2. Read
valve. Connect ohmmeter between IAC valve connector terminals No. 2
and 3. Read valve again. If ohmmeter reads 9-14 ohms in both cases, go
to next step. If ohmmeter does not read 9-14 ohms in both cases,
retest using new IAC valve.
5) Turn ignition on. Disconnect IAC valve connector. Connect
voltmeter between IAC valve connector terminal No. 3 and ground. If
voltmeter reads about zero ohms, go to next step. If voltmeter does
not read about zero ohms, check wiring between IAC valve connector
terminal No. 3 and ECM terminal A11 for a short circuit to voltage.
valve connector. Connect ohmmeter between IAC valve connector terminal
No. 3 and ground. If ohmmeter reads 10-20 k/ohms, go to step 8). If
about zero ohms, check wiring between IAC valve connector terminal No.
3 and ECM terminal A11 for a short circuit to ground.
7) Turn ignition off. Disconnect IAC valve connector. Ensure
terminals are clean and tight. Repair as necessary. Connect ohmmeter
between IAC valve connector terminal No. 3 and ground. If ohmmeter
reads 10-20 k/ohms, code is caused by poor terminal contact. If
ohmmeter does not read 10-20 k/ohms, check wiring between IAC valve
connector terminal No. 3 and ECM terminal A11 for an open circuit.
8) Turn ignition on. Disconnect IAC valve connector. Connect
voltmeter between IAC valve connector terminal No. 1 and ground. If
voltmeter reads about zero volts, go to next step. If voltmeter does
not read about zero volts, check wiring between IAC valve connector
terminal No. 1 and ECM terminal A25 for a short circuit to voltage.
valve connector. Connect ohmmeter between IAC valve connector terminal
No. 1 and ground. If ohmmeter reads about 10-20 k/ohms, code is caused
by poor contact in IAC valve connector. Repair as necessary. If
about zero ohms, check wiring between IAC valve connector terminal No.
1 and ECM terminal No. 5 for a short circuit to ground.
10) Turn ignition off. Disconnect IAC valve connector. Check
ECM connector terminals for oxidation or poor contact. Repair as
necessary. Reconnect ECM connector. Connect ohmmeter between IAC valve
code was caused by poor contact in ECM connector. If ohmmeter does not
read 10-20 k/ohms, check wiring between IAC valve connector terminal
No. 1 and ECM terminal A25 for an open circuit.
11) Using Volvo Scan Tool (998-8686), enter Diagnostic Test
Mode (DTM) No. 3 and verify engine cooling fan functions. If cooling
fan operates on turbo vehicles, go to step 18). If cooling fan
operates on non-turbo vehicles, go to step 24). If cooling fan does
not operate at all, go to next step.
12) Turn ignition off. Disconnect Fan Control (FC) relay
connector terminal "A". Turn ignition on. Connect voltmeter between FC
relay connector terminal "A" and ground. If battery voltage is
present, go to next step. If battery voltage is not present, check
fusible link between starter motor and FC relay. If there is an open
circuit in fusible link, probable cause is a short circuit to ground
in the wiring.
13) Turn ignition off. Disconnect FC relay connector terminal
"A". Connect an ohmmeter between FC relay connector terminals A1 and
B1. If ohmmeter reads about 80 ohms, go to next step. If ohmmeter does
not read about 80 ohms, retest using new FC relay.
14) Turn ignition on. Disconnect FC relay connector "B".
Connect voltmeter between FC relay connector "B", terminal No. 1, and
ground. If voltmeter reads about zero ohms, go to next step. If
voltmeter does not read about zero ohms, check wiring between FC relay
connector terminal B1 and ECM terminal A7 for a short circuit to
voltage.
15) Turn ignition off. Wait about 2 minutes. Disconnect FC
connector "B". Connect an ohmmeter between FC relay connector "B",
terminal No. 1, and ground. If ohmmeter reads 28-38 k/ohms, go to step
17). If ohmmeter reads infinite resistance, go to next step. If
ohmmeter reads about zero ohms, check wiring between FC relay
connector B1 and ECM terminal A7 for a short to ground.
16) Turn ignition off. Disconnect FC relay connector "B".
Disconnect ECM and clean terminals of oxidation. Reconnect ECM.
Connect ohmmeter between FC relay connector "B", terminal No. 1, and
ground. If ohmmeter reads 28-38 k/ohms, code was caused by poor
contact at ECM connector. If ohmmeter does not read 28-38 k/ohms,
check wiring between FC relay connector B1 and ECM terminal A7 for an
open circuit.
17) Turn ignition off. Disconnect FC relay connector terminal
"B". Connect ohmmeter between FC relay connector "B", terminal No. 2,
and ground. If ohmmeter reads infinite resistance, code was caused by
poor contact in FC relay connector. If ohmmeter reads about zero ohms,
check wiring between FC relay connector B2 and ECM terminal A22 for a
short circuit to ground.
18) Using Volvo Scan Tool (998-8686) set to Diagnostic Test
Mode (DTM) No. 3, verify if TC control valve is functioning. If TC
control valve functions, go to step 24). If TC control valve does not
function, go to next step.
19) Turn ignition off. Disconnect TC control valve. Turn
ignition on. Connect voltmeter between TC control valve connector
terminal No. 1 and ground. If voltmeter reads battery voltage, go to
next step. If voltmeter does not read battery voltage, check wiring
between TC control valve connector terminal No. 1 and main relay
connector for an open circuit.
20) Turn ignition off. Disconnect TC control valve. Connect
ohmmeter between connector terminals No. 1 and 2. If ohmmeter reads
22-26 ohms, go to next step. If ohmmeter does not read 22-26 ohms,
retest using new TC control valve.
21) Turn ignition on. Disconnect TC control valve connector.
Connect voltmeter between TC control valve connector terminal No. 2
and ground. If voltmeter reads about zero volts, go to next step. If
voltmeter does not read about zero volts, check wiring between TC
control valve connector terminal No. 2 and ECM terminal B41 for a
valve connector. Connect an ohmmeter between TC control valve
code is caused by poor contact in TC control valve connector. Repair
as necessary. If ohmmeter reads infinite resistance, go to next step.
If ohmmeter reads about zero ohms, check wiring between TC control
valve connector terminal No. 2 and ECM terminal B41 for a short
circuit to ground.
23) Turn ignition off. Disconnect TC control valve connector.
Disconnect ECM connector and ensure contacts are clean and tight.
Repair as necessary. Reconnect ECM connector. Connect an ohmmeter
between TC control valve connector terminal No. 2 and ground. If
ohmmeter reads 27-37 k/ohms, code was caused by poor contact in ECM
connector. If ohmmeter does not read 27-37 k/ohms, check wiring
between TC control valve connector terminal No. 2 and ECM terminal B41
24) If intermittent fault is suspected, check main relay, IAC
valve, FC relay, TC valve, and related wiring for open or short
circuits to ground or voltage. Repair as necessary.
Code 5-3-3 (Power Stage Group ’’C’’)

1) Turn ignition off. Disconnect connector "B" from FC relay.
Turn ignition on. Connect voltmeter between FC relay connector "B",
terminal No. 2, and ground. If voltmeter reads 0-1 volt, go to next
step. If voltmeter does not read 0-1 volt, check wiring between FC
relay connector B2 and ECM terminal A22 for a short circuit to
voltage.
2) Turn ignition off. Disconnect FC relay connector "B".
Connect ohmmeter between FC relay connector "A", terminal No. 1, and
connector "B", terminal No. 2. If ohmmeter reads about 80 ohms, and
vehicle is equipped with EGR, go to next step. If ohmmeter reads about
80 ohms and vehicle is not equipped with EGR, go to step 5). If
ohmmeter does not read about 80 ohms, retest using new FC relay.
3) Turn ignition off. Disconnect EGR controller. Turn
ignition on. Connect voltmeter between EGR controller connector
terminal No. 2 and ground. If voltmeter reads 0-1 volt, go to next
step. If voltmeter does not read 0-1 volt, check wiring between EGR
controller connector terminal No. 2 and ECM terminal A40 for a short
to voltage.
4) Turn ignition off. Disconnect EGR controller connector.
Connect ohmmeter between EGR controller connector terminals No. 1 and
2. If ohmmeter reads 75-95 ohms, go to next step. If ohmmeter does not
read 75-95 ohms, retest using new EGR controller.
5) Start and run engine at idle. Connect breakout box to ECM.
Connect voltmeter between breakout box pins No. 21 and 28. If
voltmeter reads 6-7 volts and vehicle is equipped with automatic
transmission, go to next step. If voltmeter reads 6-7 volts and
vehicle is equipped with manual transmission, go to step 7). If
voltmeter does not read 6-7 volts, check wiring between instrument
cluster connector terminal A11 and ECM terminal B21 for a short
circuit to voltage.
6) Connect breakout box and check all ground connections. See
COMPUTERIZED ENGINE CONTROLS in I - SYSTEM/COMPONENT TESTS article.
Ensure ECM is connected. Turn ignition on. Connect voltmeter between
breakout box pins No. 12 and 28. If voltmeter reads 0-1 volt, go to
next step. If voltmeter does not read 0-1 volt, check wiring between
ECM terminal B12 and TCM terminal B12 for a short circuit to voltage.
pins No. 23 and 28. If voltmeter reads 4-8 volts, and vehicle is
equipped with trip computer, go to next step. If voltmeter reads 4-8
volts and vehicle is not equipped with trip computer, go to step 9).
If voltmeter does not read 4-8 volts, check wiring between instrument
circuit to voltage. On vehicles equipped with Electronic Climate
Control (ECC), also check wiring between ECM terminal B23 and ECC
control module terminal A23 for a short circuit to voltage. ECC
control module is located behind A/C controls on dash.
pins No. 39 and 28. If voltmeter reads 0-1 volt, fault is
intermittent. Go to next step. If voltmeter does not read 0-1 volt,
check wiring between instrument cluster connector terminal A9 and ECM
terminal B39 for a short circuit to voltage.
9) If fault is suspected to be intermittent, check wiring
between FC relay connector terminal B2 and ECM terminal A22 for an
intermittent short circuit to voltage. Check wiring between EGR
controller connector terminal No. 2 and ECM terminal A40 for an
intermittent short circuit to voltage. Check wiring between instrument
cluster connector terminal A11 and ECM terminal B21 for an
intermittent short circuit to voltage. Check wiring between ECM
terminal B12 and TCM terminal B12 for an intermittent short circuit to
voltage. Check wiring between instrument cluster terminal A26 and ECM
terminal B23 for an intermittent short circuit to voltage. Check
wiring between instrument cluster connector terminal A9 and ECM
terminal B39 for an intermittent short circuit to voltage. On vehicles
with ECC, also check wiring between ECM terminal B23 and ECC control
module terminal A23 for an intermittent short circuit to voltage. ECC
Code 5-3-3 (Power Stage Group "C")

1) Turn ignition off. Disconnect FC relay connector "B". Turn
ignition on. Connect voltmeter between FC relay connector "B",
terminal No. 2, and ground. If voltmeter reads 0-1 volt, go to next
step. If voltmeter does not read 0-1 volt, check wiring between FC
relay connector "B", terminal No. 2, and ECM terminal A22 for short
circuit to voltage.
2) Turn ignition off. Disconnect FC relay connectors "B" and
"A". Connect ohmmeter between FC relay connector "B", terminal No. 2,
and connector "A", terminal No. 1. If ohmmeter reads about 80 ohms and
vehicle is equipped with EGR, go to next step. If ohmmeter reads about
80 ohms and vehicle is not equipped with EGR, go to step 5). If
ohmmeter does not read about 80 ohms, retest using new FC relay.
3) Turn ignition off. Disconnect EGR controller. Turn
ignition on. Connect voltmeter between EGR controller connector
terminal No. 2 and ground. If voltmeter reads 0-1 volt, go to next
step. If voltmeter does not read 0-1 volt, check wiring between EGR
controller connector terminal No. 2 and ECM terminal A40 for a short
circuit to voltage.
4) Turn ignition off. Disconnect EGR controller. Connect
ohmmeter between EGR controller connector terminals No. 1 and 2. If
ohmmeter reads 75-95 ohms, go to next step. If ohmmeter does not read
75-95 ohms, retest using new EGR controller.
5) Start and run engine at idle. Connect breakout box to ECM.
Connect voltmeter between breakout box pins No. 21 and 28. If
voltmeter reads 6-7 volts, and vehicle is equipped with automatic
transmission, go to next step. If voltmeter reads 6-7 volts and
vehicle is equipped with manual transmission, go to step 7). If
circuit to voltage.
6) Turn ignition off. Connect breakout box to ECM. Check
ground connections. See COMPUTERIZED ENGINE CONTROLS in the
I - SYSTEM/COMPONENT TESTS article. Connect ECM to breakout box. Turn
28. If voltmeter reads 0-1 volt, go to next step. If voltmeter does
not read 0-1 volt, check wiring between ECM terminal B12 and TCM
terminal B12 for a short circuit to voltage.
pins No. 23 and 28. If voltmeter reads 4-8 volts and vehicle is
equipped with trip computer, go to next step. If voltmeter reads 4-8
volts and vehicle is not equipped with trip computer, go to step 9).
If voltmeter does not read 4-8 volts, check wiring between instrument
circuit to voltage. If vehicle is equipped with Electronic Climate
Control (ECC), also check wiring between ECM terminal B23 and ECC
control module terminal A23 for a short circuit to voltage. ECC
pins No. 39 and 28. If voltmeter reads 0-1 volt, go to next step. If
voltmeter does not read 0-1 volt, check wiring between instrument
cluster connector terminal A9 and ECM terminal B39 for a short circuit
to voltage.
9) Fault is intermittent. Check wiring between FC relay and
ECM, between EGR controller and ECM, between instrument cluster and
ECM, and between ECM and TCM for an intermittent short circuit to
voltage. On vehicles with ECC, check wiring between ECM and ECC module
for an intermittent short circuit to voltage.
Code 5-3-4 (Power Stage Group "D")

1) Attempt to start engine. If engine starts, go to next
step. If engine does not start, go to step 5).
2) Connect breakout box and check ground connections. See
Connect ECM to breakout box. Turn ignition on. Connect voltmeter
between breakout box pins No. 7 and 28. If voltmeter reads 0-2 volts,
and vehicle is equipped with A/C, go to next step. If voltmeter reads
0-2 volts, and vehicle is not equipped with A/C, go to step 8). If
cluster connector terminal B11 and ECM terminal B7 for a short circuit
to voltage.
3) Turn A/C on. Set blower at low speed. Start engine and run
at idle. Connect voltmeter between breakout box pins No. 40 and 28. If
voltmeter reads 0-2 volts, go to step 8). If voltmeter does not read
0-2 volts, go to next step.
4) Turn ignition off. Disconnect A/C relay. Turn A/C on. Set
blower at low speed. Start engine and run at idle. Connect voltmeter
between breakout box pins No. 40 and 28. If voltmeter reads 0-2 volts,
retest using new A/C relay. If voltmeter does not read 0-2 volts,
check wiring between A/C relay connector terminal No. 4 and Electronic
Climate Control (ECC) control module terminal A25 for a short circuit
to voltage. ECC control module is located behind A/C controls on dash.
5) Check ground connections with breakout box. See
Connect ECM. Turn ignition on. Connect voltmeter between breakout box
pins No. 27 and 28. If voltmeter reads about one volt, go to step 7).
If voltmeter does not read about one volt, go to next step.
6) Turn ignition off. Disconnect fuel pump relay. Turn
28. If voltmeter reads about one volt, retest using new fuel pump
relay. If voltmeter does not read about one volt, check wiring between
fuel pump relay connector terminal No. 4 and ECM terminal B27 for a
7) Turn ignition off. Disconnect ignition power stage. Turn
28. If voltmeter reads 0-1 volt, retest using new power stage. If
voltmeter does not read 0-1 volt, check wiring between ignition power
stage connector terminal No. 4 and ECM terminal B11 for a short
circuit to voltage.
8) Problem is intermittent. Check wiring between instrument
cluster connector terminal B11 and ECM terminal B7, and wiring between
A/C relay connector terminal No. 4 and ECM terminal B40 for an
intermittent short circuit to voltage. If vehicle is equipped with
ECC, check wiring between A/C relay connector terminal No. 4 and ECC
control module terminal A25, wiring between fuel pump relay connector
terminal No. 4 and ECM terminal B27, and wiring between ignition power
stage connector terminal No. 4 and ECM terminal B11 for an
intermittent short circuit to voltage.
Code 5-3-5 (Turbocharger Control Valve Signal)

1) Check status message on Volvo Scan Tool (998-8686). To
obtain correct status message, it may be necessary to floor
accelerator quickly a couple of times. If fault is PERMANENT, SIGNAL
TOO HIGH, go to step 2). If fault is PERMANENT, SIGNAL TOO LOW, go to
step 3). If fault is INTERMITTENT, SIGNAL TOO HIGH, go to step 7). If
fault is INTERMITTENT, SIGNAL TOO LOW, go to step 8).
2) Turn ignition off. Disconnect Turbocharger (TC) control
valve. Turn ignition on. Connect voltmeter between TC control valve
connector terminal No. 2 and ground. If voltmeter reads less than one
volt, retest using new TC control valve. If voltmeter does not read
less than one volt, check wiring between TC control valve connector
terminal No. 2 and ECM terminal B41 for a short circuit to voltage.
3) Turn ignition off. Disconnect TC control valve. Turn
ignition on. Connect voltmeter between TC control valve connector
terminal No. 1 and ground. If voltmeter reads battery voltage, go to
next step. If voltmeter does not read battery voltage, check wiring
between main relay connector terminal No. 3 and TC control valve
connector terminal No. 1 for an open circuit.
4) Turn ignition off. Wait about 2 minutes. Disconnect TC
control valve. Connect ohmmeter between TC control valve connector
terminal No. 2 and ground. If ohmmeter reads 27-37 k/ohms, go to step
6). If ohmmeter reads about zero volts, check wiring between TC
control valve connector terminal No. 2 and ECM terminal B41 for a
short circuit to ground. If ohmmeter reads infinite resistance, go to
next step.
5) Turn ignition off. Disconnect TC control valve. Disconnect
ECM connector. Ensure ECM connector terminals are clean and tight.
Repair as necessary. Reconnect ECM connector. Connect ohmmeter between
TC control valve connector terminal No. 2 and ground. If ohmmeter
reads 27-37 k/ohms, problem is poor contact at ECM connector. If
ohmmeter does not read 27-37 ohms, check wiring between TC control
valve connector terminal No. 2 and ECM terminal B41 for an open
circuit.
6) Turn ignition off. Reconnect TC control valve. Turn
ignition on. Erase code. Start engine. Floor accelerator a couple of
times. If fault remains, code will return within one minute. If code
returns, retest using new TC control valve. If code does not return,
code is caused by poor contact in TC control valve connector. Repair
as necessary.
7) Check TC control valve and ECM connectors for loose
connection or contact resistance. Also check wiring between TC control
valve connector terminal No. 2 and ECM terminal B41 for an
intermittent short circuit to voltage.
8) Check TC control valve and ECM connectors for loose
connection or contact resistance. Check wiring between TC control
valve connector terminal No. 2 and ECM terminal B41 for an
intermittent open circuit or short circuit to ground. Also check
wiring between TC control valve connector terminal No. 1 and main
relay connector terminal No. 3 for an intermittent open circuit.
Code 5-4-1 (EVAP Signal)

fault is permanent and signal is too high, go to step 2). If fault is
PERMANENT, SIGNAL TOO LOW, go to step 3). If fault is INTERMITTENT,
SIGNAL TOO HIGH, go to step 7). If fault is INTERMITTENT, SIGNAL TOO
LOW, go to step 8).
2) Turn ignition off. Disconnect EVAP valve. Connect ohmmeter
between EVAP valve connector terminals No. 1 and 2. If ohmmeter reads
about 26 ohms, check wiring between EVAP valve connector terminal No.
2 and ECM terminal A39 for a short circuit to voltage. If ohmmeter
does not read 26 ohms, retest using new EVAP valve.
3) Turn ignition off. Disconnect EVAP valve. Turn ignition
on. Connect voltmeter between EVAP valve connector, terminal No. 1,
and ground. If voltmeter reads battery voltage, go to next step. If
voltmeter does not read battery voltage, check wiring between EVAP
valve connector terminal No. 1 and main relay connector terminal No. 3
4) Turn ignition off. Wait about 2 seconds. Disconnect EVAP
valve. Connect ohmmeter between EVAP valve connector terminal No. 2
and ground. If ohmmeter reads 25-40 k/ohms, go to next step. If
ohmmeter reads infinite resistance, go to step 6). If ohmmeter reads
about zero ohms, check wiring between EVAP valve connector terminal
No. 2 and ECM terminal A39 for a short circuit to ground.
Connect ohmmeter between EVAP valve connector terminals No. 1 and 2.
If ohmmeter reads about 26 ohms, code is caused by poor contact in
EVAP and/or ECM connector. Repair as necessary. If ohmmeter does not
read about 26 ohms, retest using new EVAP valve.
Disconnect ECM. Ensure ECM connector terminals are clean and make good
terminal contact. Repair as necessary. Connect ohmmeter between EVAP
valve connector terminal No. 2 and ground. If ohmmeter reads 25-40
k/ohms, code is caused by poor contact at ECM connector. If ohmmeter
does not read 25-40 k/ohms, check wiring between EVAP valve connector
terminal No. 2 and ECM terminal A39 for an open circuit.
wiring between EVAP valve connector terminal No. 2 and ECM terminal
A39 for an intermittent short circuit to voltage. Repair as necessary.
8) If fault is intermittent and signal is too low, check EVAP
valve and ECM connector for loose connection or contact resistance.
Check wiring between EVAP valve connector terminal No. 1 and main
relay connector terminal No. 3 for an intermittent open circuit. Also
check wiring between EVAP valve connector terminal No. 2 and ECM
terminal A39 for an intermittent open circuit or short circuit to
ground.
H - TESTS W/O CODES
1995 Volvo 850

Volvo - Trouble Shooting - No Codes
850
INTRODUCTION
Before diagnosing symptoms or intermittent faults, perform
steps in the F - BASIC TESTING article and procedures in the
G - TESTS W/CODES article. Use this article to diagnose driveability
problems existing when a hard fault code is not present.
NOTE: Some driveability problems may have been corrected by

manufacturer with a revised computer control unit. Check
with manufacturer for latest computer application.
Symptom checks can direct the technician to malfunctioning

component(s) for further diagnosis. A symptom should lead to a
specific component, system test or adjustment.
Use intermittent test procedures to locate driveability
problems that DO NOT occur when the vehicle is being tested. These
test procedures should also be used if a soft (intermittent) trouble
code was present, but no problem was found during self-diagnostic
testing.
NOTE: For specific testing procedures, refer to the

I - SYSTEM/COMPONENT TESTS article.
For specifications, see the D - ADJUSTMENTS article
or the C - SPECIFICATIONS article.
SYMPTOMS
SYMPTOM DIAGNOSIS
When a diagnostic code cannot be confirmed or problem cannot
be confirmed in the F - BASIC TESTING article, find basic symptom. For
example, vehicle engine will not start. Appropriate heading matching
vehicle symptom is DOES NOT START. Listed under DOES NOT START are
more specific conditions. Find specific condition which best describes
vehicle malfunction. Perform checks in order given. DO NOT skip steps.
NOTE: Even if a diagnostic code is not set, this article may refer
you to a test procedure for a specific diagnostic code in
the G - TESTS W/CODES article.
DOES NOT START

Engine Does Not Crank
* Check starter.
* Check starter relay.
* Check park/neutral or clutch start switch circuit.
* Check theft deterrent ECU.
No Initial Combustion
* Check fuel pump circuit.

* Check RPM sensor circuit.
* Check camshaft position sensor circuit.
* Check power stage circuit.
* Check MAF sensor circuit.
* Check ECT sensor circuit.
* Check fuel pressure.
DIFFICULT TO START
Difficult To Start Normally
* Check starter signal circuit.

* Check Idle Air Control (IAC) valve circuit.
* Check fuel pump control circuit.
* Check ignition coil resistance.
* Check distributor sensors.
* Check spark plugs.
* Check engine compression.
* Check fuel injector circuit.
Difficult To Start When Cold

* Ensure spark plugs fire strong Blue/White spark.
* Check fuel pump fuse(s).
* Check in-line fuse to control unit (if applicable).
* Ensure ignition timing and fuel pressure are correct.
* Check fuel injectors.
* Ensure timing belt is not broken.
* Check ground connections on intake manifold for control unit
and power stage.
* Ensure ignition coil resistance is correct.
* Ensure rotor, distributor and plug wires are okay.
* Check ignition control unit.
* Check coolant temperature sensor and connector.
* Check throttle switch and connector.
* Check fuel control unit.
* Ensure power stage receives signal from ignition control
unit.
* Check airflow sensor (if applicable).
Difficult To Start When Hot
* Ensure fuel pressure is correct.

* Check for gasoline in oil.
* Ensure fuel injectors are not leaking.
* Check ignition and sensor wires for proper connection.
* Ensure spark plugs are not fouled.
* Check ignition and coil circuit.
* Check idle valve. Ensure airflow arrow points in correct
direction.
POOR DRIVEABILITY
Poor Idling
* Check throttle switch and connection.

* Check coolant temperature sensor and connection.
* Check idle (air) valve.
* Check air temperature sensor and mass airflow meter.
* Check coolant temperature sensor.
direction.
* Check distributor.
* Check intake system.
Hesitation/Poor Acceleration
* Defective airflow sensor.

* Defective rotor/distributor cap (if applicable).
* Damaged ignition wires.
* Blocked air cleaner/air intake.
* Uneven compression.
* Low fuel pressure.
* Blocked exhaust system.
* Faulty sensor signals.
Hesitation - Coasting

direction.
Muffler Explosion (Backfire)
* Ensure ignition timing is correct.

* Ensure timing belt has not jumped.
* Check engine speed sensor.
* Check exhaust system.
Engine Stall
* Check cold start injector (if applicable).

Knocking

* Check knock sensor.
Engine Misfire

* Check intake and exhaust system.
* Check for vacuum leaks.
Insufficient Engine Power

* Check for restricted exhaust.
* Check air temperature sensor.
Poor Fuel Economy
* Check for leaky fuel injectors.

* Check for faulty oxygen sensor.
* Check for poor wire connections and fouled spark plugs.
* Check for malfunctioning intake system.
Excessive HC & NOx

INTERMITTENTS
INTERMITTENT PROBLEM DIAGNOSIS

Intermittent fault testing requires duplicating circuit or
component failure to identify the problem. These procedures may lead
to computer setting a fault code which may help in diagnosis.
If problem vehicle does not produce fault codes, monitor
voltage or resistance values using a DVOM while attempting to
reproduce conditions causing intermittent fault. A status change on
DVOM indicates a fault has been located.
Use a DVOM to pinpoint faults. When monitoring voltage,
ensure ignition switch is in ON position or engine is running. Ensure
ignition switch is in OFF position or negative battery cable is
disconnected when monitoring circuit resistance. Status changes on
DVOM during test procedures indicate area of fault.
TEST PROCEDURES
Intermittent Simulation
Monitor circuit/component voltage or resistance while using
the following procedures to simulate an intermittent fault. If engine
is running, check for self-diagnostic codes. Use test results to
identify a faulty component or circuit.
* Lightly vibrate component.

* Heat component.
* Wiggle or bend wiring harness.
* Spray component with water mist.
* Remove vacuum from component.
* Apply vacuum to component.
H - TESTS W/O CODES - TURBO
1995 Volvo 850

Volvo - Trouble Shooting - No Codes
850 - Turbo
INTRODUCTION
Before diagnosing symptoms or intermittent faults, perform
steps in the F - BASIC TESTING - TURBO article and procedures in the
G - TESTS W/CODES - TURBO article. Use this article to diagnose
driveability problems existing when a hard fault code is not present.
NOTE: Some driveability problems may have been corrected by

manufacturer with a revised computer control unit. Check
with manufacturer for latest computer application.
Symptom checks can direct the technician to malfunctioning

component(s) for further diagnosis. A symptom should lead to a
specific component, system test or adjustment.
Use intermittent test procedures to locate driveability
problems that DO NOT occur when the vehicle is being tested. These
test procedures should also be used if a soft (intermittent) trouble
code was present, but no problem was found during self-diagnostic
testing.
NOTE: For specific testing procedures, refer to the

I - SYSTEM/COMPONENT TESTS - TURBO article.
For specifications, see the D - ADJUSTMENTS - TURBO article
or the C - SPECIFICATIONS - TURBO article.
SYMPTOMS
SYMPTOM DIAGNOSIS
When a diagnostic code cannot be confirmed or problem cannot
be confirmed in the F - BASIC TESTING - TURBO article, find basic
symptom. For example, vehicle engine will not start. Appropriate
heading matching vehicle symptom is DOES NOT START. Listed under DOES
NOT START are more specific conditions. Find specific condition which
best describes vehicle malfunction. Perform checks in order given. DO
NOT skip steps.
NOTE: Even if a diagnostic code is not set, this article may refer
you to a test procedure for a specific diagnostic code in
the G - TESTS W/CODES - TURBO article.
DOES NOT START

Engine Does Not Crank
* Check starter.
* Check starter relay.
* Check park/neutral or clutch start switch circuit.
* Check theft deterrent ECU.
No Initial Combustion
* Check fuel pump circuit.

* Check RPM sensor circuit.
* Check camshaft position sensor circuit.
* Check power stage circuit.
* Check MAF sensor circuit.
* Check ECT sensor circuit.
* Check fuel pressure.
DIFFICULT TO START
Difficult To Start Normally
* Check starter signal circuit.

* Check Idle Air Control (IAC) valve circuit.
* Check fuel pump control circuit.
* Check ignition coil resistance.
* Check distributor sensors.
* Check spark plugs.
* Check engine compression.
* Check fuel injector circuit.
Difficult To Start When Cold

* Check fuel pump fuse(s).
* Check in-line fuse to control unit (if applicable).
* Ensure ignition timing and fuel pressure are correct.
* Ensure timing belt is not broken.
* Check ground connections on intake manifold for control unit
and power stage.
* Ensure ignition coil resistance is correct.
* Ensure rotor, distributor and plug wires are okay.
* Check ignition control unit.
* Check coolant temperature sensor and connector.
* Check fuel control unit.
* Check engine speed sensor or Hall Effect sensor (turbo).
* Ensure power stage receives signal from ignition control
unit.
Difficult To Start When Hot

direction.
POOR DRIVEABILITY
Poor Idling
* Check throttle switch and connection.

* Check coolant temperature sensor and connection.
* Check idle (air) valve.
* Check air temperature sensor and mass airflow meter.
direction.
Hesitation/Poor Acceleration
* Defective airflow sensor.

* Defective rotor/distributor cap (if applicable).
* Damaged ignition wires.
* Blocked air cleaner/air intake.
* Uneven compression.
* Low fuel pressure.
* Blocked exhaust system.
* Faulty sensor signals.
* Faulty turbocharger (if applicable).
* Wastegate valve open (if applicable).
Hesitation - Coasting

direction.
Muffler Explosion (Backfire)
* Ensure ignition timing is correct.

* Ensure timing belt has not jumped.
* Check exhaust system.
Engine Stall
* Check cold start injector (if applicable).

Knocking

* Check knock sensor.
Engine Misfire

* Check for vacuum leaks.
Insufficient Engine Power

* Check for restricted exhaust.
* Check air temperature sensor.
Poor Fuel Economy

* Check for poor wire connections and fouled spark plugs.
* Check for malfunctioning intake system.
Excessive HC & NOx

INTERMITTENTS
INTERMITTENT PROBLEM DIAGNOSIS

Intermittent fault testing requires duplicating circuit or
component failure to identify the problem. These procedures may lead
to computer setting a fault code which may help in diagnosis.
If problem vehicle does not produce fault codes, monitor
voltage or resistance values using a DVOM while attempting to
reproduce conditions causing intermittent fault. A status change on
DVOM indicates a fault has been located.
Use a DVOM to pinpoint faults. When monitoring voltage,
ensure ignition switch is in ON position or engine is running. Ensure
ignition switch is in OFF position or negative battery cable is
disconnected when monitoring circuit resistance. Status changes on
DVOM during test procedures indicate area of fault.
TEST PROCEDURES
Intermittent Simulation
Monitor circuit/component voltage or resistance while using
the following procedures to simulate an intermittent fault. If engine
is running, check for self-diagnostic codes. Use test results to
identify a faulty component or circuit.
* Lightly vibrate component.

* Heat component.
* Wiggle or bend wiring harness.
* Spray component with water mist.
* Remove vacuum from component.
* Apply vacuum to component.
E - THEORY/OPERATION - TURBO
1995 Volvo 850

Volvo - Theory & Operation
850 - Turbo
INTRODUCTION
This article covers basic description and operation of engine
performance-related systems and components. Read this article before
diagnosing vehicles or systems with which you are not completely
familiar.
AIR INDUCTION SYSTEM
TURBOCHARGERS
Turbo models use a water-cooled turbocharger, mounted
directly to exhaust manifold, with a wastegate assembly attached to
rear of turbine housing. Turbocharger consists of a turbine/compressor
assembly, oil supply system and wastegate. Other components include
impellers, impeller shaft, bearings and impeller housings.
The safety valve of system is a pressure-actuated wastegate
that prevents excessive intake boost pressure. The wastegate is
controlled by the turbo control valve. This 3-port solenoid valve
monitors boost pressure and prevents turbo lag. The control valve is
activated by turbo control unit, which receives signals from throttle
position sensor, fuel injection ECU and turbo pressure sensor.
If boost pressure exceeds safe limits, engine damage may
result. The wastegate opens when exhaust pressure exceeds a
predetermined limit and allows exhaust gases to by-pass compressor.
Turbocharger operation requires a large quantity of clean oil to
prevent bearing failure. Engine oil pressure provides constant
lubrication to system.
At idle and light throttle, turbo engine operates like a
standard engine. When more power is required, exhaust gases from
exhaust manifold enter turbocharger’s turbine housing and flow through
turbine blades. Exhaust flow and turbine speed increase as throttle
opens and RPM increases. Impeller turns with turbine and forces air
into compressor housing and intake manifold. As impeller and turbine
speed increases, boost pressure also increases.

850 turbo models use a Motronic 4.3 injection and electronic
ignition system, equipped with self-diagnostic capabilities.
Systems use an Electronic Control Unit (ECU) that receives
input from engine monitoring sensors. These sensors include camshaft
sensor, coolant temperature sensor, oxygen sensor, knock sensor, mass
airflow meter/sensor, timing pick-up and throttle switch. ECU uses
these input signals to control air/fuel mixture for emission control,
fuel economy and good driveability. Ignition and fuel controls are
provided by a single ECU.
CONTROL UNITS
Electronic Control Unit (ECU) provide precise control of
fuel, ignition and turbo operation. System has self-diagnostic
capabilities.
850 turbo uses a single ECU for ignition and fuel controls,
located in right front of engine compartment.
NOTE: Components are grouped into 2 categories. The first category

is INPUT DEVICES, which are components that control or
produce voltage signals monitored by control unit. The
second category is OUTPUT SIGNALS, which are components
controlled by control unit.
INPUT DEVICES
Available input signals include:
Acceleration Sensor
Acceleration sensor is mounted to firewall at right rear of
engine compartment. Sensor consists of a piezoelectric vibration pick-
up that detects vertical acceleration of vehicle, for example driving
on a bumpy road. ECU uses this sensor signal to determine if
irregularities in crankshaft rotation are due to cylinder misfiring or
due to driving on an uneven road surface.
A/C Switch
Signals fuel injection ECU of A/C operation. This allows fuel
injection ECU to control idle speed with idle valve.
Air Temperature Sensor

Information gathered from air temperature sensor is combined
with information from pressure sensor to calculate intake air mass.

Engine Coolant Temperature (ECT) sensor is a negative
temperature coefficient type, meaning its resistance lessens as
temperature increases. Four cylinder sensor unit has 2 resistors. One
resistor is connected to fuel injection ECU and the other resistor is
connected to the ignition ECU.
Knock Sensor
Knock sensor detects knocking and sends signal to Motronic or
ignition ECU. ECU is able to gradually retard ignition timing to each
individual cylinder. If knocking does not stop, a signal is sent to
Motronic ECU to enrich air/fuel mixture.
Mass Airflow Meter

This meter measures intake air mass. Measure sensor is a
heated wire which is maintained at 250 F (120 C) warmer than intake
air. Motronic ECU is able to calculate mass of intake air by measuring
amount of current required to maintain wire temperature. When engine
is turned off, any contaminants on wire is burned off by heating wire
to greater than 1800 F (1000 C).
Mass Airflow Sensor
This sensor uses a hot film, rather than a heated wire to
measure intake air mass. Since working temperature is high at 338 F
(170 C), and flow and temperature-sensitive resistances are mounted on
side of hot film, a burn-off function is not required.

Also known as a Lambda probe, this heated oxygen sensor
generates an electrical signal proportional to air/fuel mixture.
Motronic ECU uses this information to adjust amount of injected fuel.
The turbo uses 2 oxygen sensors.

The TP sensor signals Motronic or ignition and fuel injection
ECUs when throttle is fully closed or fully open.
OUTPUT SIGNALS
ECU processes information from input sensors and sends
appropriate voltage control signals to control devices.
NOTE: For theory and operation of each output component, refer to

system indicated after component.
CHECK ENGINE Light

See CHECK ENGINE LIGHT under SELF-DIAGNOSTIC SYSTEM.
EGR Solenoid Valve

See EXHAUST GAS RECIRCULATION (EGR) under EMISSION SYSTEMS.
Fuel Injectors
See FUEL CONTROL under FUEL SYSTEM.
Fuel Pump
See FUEL DELIVERY under FUEL SYSTEM.
Idle Valve
See IDLE SPEED under FUEL SYSTEM.

See IGNITION SYSTEM.
Power Transistor & Ignition Coil

See ELECTRONIC IGNITION under IGNITION SYSTEM.
FUEL SYSTEM
FUEL DELIVERY
Fuel Pump
The 850 is equipped with an in-tank fuel pump. Fuel pump is
equipped with check valves to hold fuel pressure in system when
ignition is off. Fuel from main pump is sent through an in-line fuel
filter. Fuel is then sent to fuel pressure regulator where pressure is
maintained at a constant pressure in relationship to manifold
pressure. Excess fuel returns to fuel tank via a return line.

Pressure regulator is a sealed unit which is divided by a
diaphragm into 2 chambers (fuel and spring chambers). Fuel chamber
receives fuel through inlet side from injector fuel rail. Spring
chamber is connected to intake manifold vacuum. At idle, intake
manifold vacuum is high. Diaphragm is pulled back by intake manifold
vacuum. Any excessive fuel is returned to fuel tank. As throttle is
depressed, intake manifold vacuum decreases. Regulator spring
overcomes manifold vacuum, increasing fuel pressure.
FUEL CONTROL
ECU calculates base injection pulse width by processing
signals from various engine sensors. Information from crankshaft
position sensor (RPM) is used to trigger timing of fuel injection.
During normal driving conditions, injection duration is regulated in
reference to mass air meter/sensor, engine speed, oxygen content of
exhaust gases and coolant temperature. Under full throttle conditions,
a richer fuel mixture is provided for increased power and to reduce
combustion heat in engine and catalytic converter.
Fuel Injectors
Each injector incorporates a solenoid, plunger and needle
valve which opens and closes an orifice. Control unit supplies current
through auxiliary relay for a predetermined period, opening all
injectors simultaneously to inject atomized fuel. Injection takes
place twice per revolution while starter motor is running and once per
revolution under normal driving conditions. Fuel is injected into
intake manifold close to each intake valve.
IDLE SPEED
Engine idle speed is controlled by ECU depending upon engine
operating conditions. ECU senses engine operating conditions and
determines best idle speed. Idle speed is controlled by varying air
passage inside idle valve.
Idle Valve
Idle valve uses a solenoid or motor to control by-pass air.
Signal from ECU determines idle speed by controlling amount of by-pass
air.
IGNITION SYSTEM
ELECTRONIC IGNITION
ECU computes correct timing of each ignition pulse in
response to signals from RPM sensor, Camshaft Position (CMP) sensor,
Mass Airflow (MAF) sensor, Engine Coolant Temperature (ECT) sensor,
Throttle Position (TP) sensor, Knock Sensors (KS) and Transmission
Control Module (TCM).
IGNITION TIMING CONTROL

Ignition Timing Advance Control
Ignition timing is totally controlled by an ECU. Ignition
timing is based on preprogrammed information and modified by inputs
from engine sensors.
Knock Sensor
Two knock sensors are used. Knock sensors are fitted to
cylinder block to sense detonation inside cylinders. When detonation
is detected, ECU retards ignition timing in each cylinder individually
until knocking stops. If knocking continues, ignition control unit
signals turbo control unit to reduce boost pressure in stages.
EMISSION SYSTEMS
FUEL EVAPORATIVE SYSTEM (EVAP)

Evaporative emissions system is designed to prevent fuel
vapor from entering atmosphere. Fuel system is completely sealed and
vented only through a carbon canister. System consists of
pressure/vacuum relief fuel filler cap, rollover valve, charcoal
canister, purge valve and various connecting hoses.
Fuel pressure/vacuum relief filler cap allows excessive tank
pressure to vent. It also allows air into fuel tank if vacuum should
become excessive due to a malfunction in fuel evaporation system. Fuel
tank vapor is vented by a line through rollover valve to charcoal
canister. Rollover valve is located in vent line close to fuel tank.
Valve is designed to prevent fuel spillage if vehicle rolls over.
Valve is open until vehicle is at a 45-degree angle or more from
horizontal position.
Canister Purge Valve

Charcoal canister is filled with activated charcoal. Fuel
vapor from tank is absorbed by charcoal when engine is not running.
When engine is running faster than idle, canister purge valve opens
and fuel vapor is drawn into engine and burned.

EGR System
EGR system operates by returning some exhaust gases to engine
to be mixed with air/fuel mixture. This exhaust gas, which is
basically inert at this stage, lowers combustion temperature. Reducing
combustion temperature reduces amount of oxides of nitrogen (NOx)
released into atmosphere.
EGR Solenoid Valve

When engine coolant temperature is less than 115 F (45 C),
solenoid receives no current and EGR system is inactive. With engine
at operating temperature, solenoid receives current from relay and
opens vacuum line to EGR valve. EGR valve is opened completely by
negative pressure. Even the slightest throttle opening opens idle
switch. Time relay cuts current to solenoid, disconnecting EGR system
for about 5 seconds and avoiding HC and particle build-up during
acceleration from idle.
EGR Electronic Vacuum Regulator Valve (EVRV)

EGR valve is supplied with a vacuum control signal from
connection in lower section of the EVRV. Vacuum in intake manifold is
supplied to upper connection. EVRV stabilizes signal from intake
manifold and converts control module signal into a modified vacuum
signal for controlling EGR valve.
Vehicle is equipped with self-diagnostic systems. A CHECK
ENGINE light glows to signal driver of a system malfunction. Fault
codes are retrieved through the diagnostic unit, located in right
front of engine compartment. The diagnostic unit is equipped with an
LED indicator, activation button and function select cable.
CHECK ENGINE LIGHT

NOTE: CHECK ENGINE light is also known as Malfunction Indicator
Light (MIL).
CHECK ENGINE light is located on instrument panel. Light will

illuminate when ignition switch is turned to ON position (bulb check)
or when emission-related systems are malfunctioning during normal
engine operation.
TIRE JACKS MAY NOT HAVE THE NECESSARY LOAD CAPACITY
1995 Volvo 850
NHTSA RECALL BULLETIN
Models: 1995 Volvo 850

Number of Affected Vehicles: 31315
Beginning Date of Manufacture: 1994 JUN
Ending Date of Manufacture: 1995 JAN
VEHICLE DESCRIPTION:
Passenger vehicles.
SYSTEM:
Equipment; jacks.
FAULT:
Does not meet specs, Material, Heat treatment.
DESCRIPTION OF DEFECT:
Some of the jacks supplied with the vehicles do not have the necessary
load capacity.
CONSEQUENCE OF DEFECT:
A raised vehicle can fall off the jack increasing the likelihood for
personal injury or property damage.
CORRECTIVE ACTION:
Dealers will inspect and replace suspect jacks with a jack meeting the
load requirements for these cars.
NOTE:
If a new jack is not supplied to the vehicle owner free of charge

within a reasonable time, please contact Volvo at 1-800-458-1552. Also
contact the National Highway Traffic Safety Administration’s Auto
Safety Hotline at 1-800-424-9393.
ADDITIONAL INFORMATION:
The National Highway Traffic Safety Administration operates Monday

through Friday from 8:00 AM to 4:00 PM, Eastern Time. For more
information call (800) 424-9393 or (202) 366-0123. For the hearing
impaired, call (800) 424-9153.
M - VACUUM DIAGRAMS - TURBO
1995 Volvo 850

Volvo - Vacuum Diagrams
850 - Turbo
INTRODUCTION
This article contains underhood views of vacuum hose routing.
Use these vacuum diagrams during the visual inspection of the
F - BASIC TESTING - TURBO article. This will assist in identifying
improperly routed vacuum hoses which may cause driveability and/or
computer indicated malfunctions.
Fig. 1: Identifying Vacuum Hose System Components

Fig. 2: Identifying EVAP System Components
Fig. 3: Identifying EGR System Components
M - VACUUM DIAGRAMS
1995 Volvo 850

Volvo - Vacuum Diagrams
850
INTRODUCTION
This article contains underhood views of vacuum hose routing.
Use this vacuum diagram during the visual inspection of the
F - BASIC TESTING article. This will assist in identifying improperly
routed vacuum hoses which may cause driveability and/or computer
indicated malfunctions.
Fig. 1: Identifying Vacuum Hose System Components

WAVEFORMS - INJECTOR PATTERN TUTORIAL
1995 Volvo 850
GENERAL INFORMATION
Waveforms - Injector Pattern Tutorial

NOTE: This article is intended for general information purposes
only. This information may not apply to all makes and models.
PURPOSE OF THIS ARTICLE

Learning how to interpret injector drive patterns from a Lab
Scope can be like learning ignition patterns all over again. This
article exists to ease you into becoming a skilled injector pattern
interpreter.
You will learn:
* How a DVOM and noid light fall short of a lab scope.

* The two types of injector driver circuits, voltage controlled
& current controlled.
* The two ways injector circuits can be wired, constant
ground/switched power & constant power/switched ground.
* The two different pattern types you can use to diagnose with,
voltage & current.
* All the valuable details injector patterns can reveal.
SCOPE OF THIS ARTICLE

This is NOT a manufacturer specific article. All different
types of systems are covered here, regardless of the specific
year/make/model/engine.
The reason for such broad coverage is because there are only
a few basic ways to operate a solenoid-type injector. By understanding
the fundamental principles, you will understand all the major points
of injector patterns you encounter. Of course there are minor
differences in each specific system, but that is where a waveform
library helps out.
If this is confusing, consider a secondary ignition pattern.
Even though there are many different implementations, each still has
a primary voltage turn-on, firing line, spark line, etc.
If specific waveforms are available in On Demand for the
engine and vehicle you are working on, you will find them in the
Engine Performance section under the Engine Performance category.
IS A LAB SCOPE NECESSARY?
INTRODUCTION
You probably have several tools at your disposal to diagnose
injector circuits. But you might have questioned "Is a lab scope
necessary to do a thorough job, or will a set of noid lights and a
multifunction DVOM do just as well?"
In the following text, we are going to look at what noid
lights and DVOMs do best, do not do very well, and when they can
mislead you. As you might suspect, the lab scope, with its ability to
look inside an active circuit, comes to the rescue by answering for
the deficiencies of these other tools.
OVERVIEW OF NOID LIGHT

The noid light is an excellent "quick and dirty" tool. It can
usually be hooked to a fuel injector harness fast and the flashing
light is easy to understand. It is a dependable way to identify a no-
pulse situation.
However, a noid light can be very deceptive in two cases:
* If the wrong one is used for the circuit being tested.

Beware: Just because a connector on a noid light fits the
harness does not mean it is the right one.
* If an injector driver is weak or a minor voltage drop is
present.
Use the Right Noid Light

In the following text we will look at what can happen if the
wrong noid light is used, why there are different types of noid lights
(besides differences with connectors), how to identify the types of
noid lights, and how to know the right type to use.
First, let’s discuss what can happen if the incorrect type of
noid light is used. You might see:
* A dimly flashing light when it should be normal.

* A normal flashing light when it should be dim.
A noid light will flash dim if used on a lower voltage

circuit than it was designed for. A normally operating circuit would
appear underpowered, which could be misinterpreted as the cause of a
fuel starvation problem.
Here are the two circuit types that could cause this problem:
* Circuits with external injector resistors. Used predominately

on some Asian & European systems, they are used to reduce the
available voltage to an injector in order to limit the
current flow. This lower voltage can cause a dim flash on a
noid light designed for full voltage.
* Circuits with current controlled injector drivers (e.g. "Peak
and Hold"). Basically, this type of driver allows a quick
burst of voltage/current to flow and then throttles it back
significantly for the remainder of the pulse width duration.
If a noid light was designed for the other type of driver
(voltage controlled, e.g. "Saturated"), it will appear dim
because it is expecting full voltage/current to flow for the
entire duration of the pulse width.
Let’s move to the other situation where a noid light flashes

normally when it should be dim. This could occur if a more sensitive
noid light is used on a higher voltage/amperage circuit that was
weakened enough to cause problems (but not outright broken). A circuit
with an actual problem would thus appear normal.
Let’s look at why. A noid light does not come close to
consuming as much amperage as an injector solenoid. If there is a
partial driver failure or a minor voltage drop in the injector
circuit, there can be adequate amperage to fully operate the noid
light BUT NOT ENOUGH TO OPERATE THE INJECTOR.
If this is not clear, picture a battery with a lot of
corrosion on the terminals. Say there is enough corrosion that the
starter motor will not operate; it only clicks. Now imagine turning on
the headlights (with the ignition in the RUN position). You find they
light normally and are fully bright. This is the same idea as noid
light: There is a problem, but enough amp flow exists to operate the
headlights ("noid light"), but not the starter motor ("injector").
How do you identify and avoid all these situations? By using
the correct type of noid light. This requires that you understanding
the types of injector circuits that your noid lights are designed for.
There are three. They are:
* Systems with a voltage controlled injector driver. Another

way to say it: The noid light is designed for a circuit with
a "high" resistance injector (generally 12 ohms or above).
* Systems with a current controlled injector driver. Another
way to say it: The noid light is designed for a circuit with
a low resistance injector (generally less than 12 ohms)
without an external injector resistor.
* Systems with a voltage controlled injector driver and an
external injector resistor. Another way of saying it: The
noid light is designed for a circuit with a low resistance
injector (generally less than 12 ohms) and an external
injector resistor.
NOTE: Some noid lights can meet both the second and third
categories simultaneously.
If you are not sure which type of circuit your noid light is
designed for, plug it into a known good car and check out the results.
If it flashes normally during cranking, determine the circuit type by
finding out injector resistance and if an external injector resistor
is used. You now know enough to identify the type of injector circuit.
Label the noid light appropriately.
Next time you need to use a noid light for diagnosis,
determine what type of injector circuit you are dealing with and
select the appropriate noid light.
Of course, if you suspect a no-pulse condition you could plug
in any one whose connector fit without fear of misdiagnosis. This is
because it is unimportant if the flashing light is dim or bright. It
is only important that it flashes.
In any cases of doubt regarding the use of a noid light, a
lab scope will overcome all inherent weaknesses.
OVERVIEW OF DVOM
A DVOM is typically used to check injector resistance and
available voltage at the injector. Some techs also use it check
injector on-time either with a built-in feature or by using the
dwell/duty function.
There are situations where the DVOM performs these checks
dependably, and other situations where it can deceive you. It is
important to be aware of these strengths and weaknesses. We will cover
the topics above in the following text.
Checking Injector Resistance

If a short in an injector coil winding is constant, an
ohmmeter will accurately identify the lower resistance. The same is
true with an open winding. Unfortunately, an intermittent short is an
exception. A faulty injector with an intermittent short will show
"good" if the ohmmeter cannot force the short to occur during testing.
Alcohol in fuel typically causes an intermittent short,
happening only when the injector coil is hot and loaded by a current
high enough to jump the air gap between two bare windings or to break
down any oxides that may have formed between them.
When you measure resistance with an ohmmeter, you are only
applying a small current of a few milliamps. This is nowhere near
enough to load the coil sufficiently to detect most problems. As a
result, most resistance checks identify intermittently shorted
injectors as being normal.
There are two methods to get around this limitation. The
first is to purchase an tool that checks injector coil windings under
full load. The Kent-Moore J-39021 is such a tool, though there are
others. The Kent-Moore costs around $240 at the time of this writing
and works on many different manufacturer’s systems.
The second method is to use a lab scope. Remember, a lab
scope allows you to see the regular operation of a circuit in real
time. If an injector is having an short or intermittent short, the lab
scope will show it.
Checking Available Voltage At the Injector

Verifying a fuel injector has the proper voltage to operate
correctly is good diagnostic technique. Finding an open circuit on the
feed circuit like a broken wire or connector is an accurate check with
a DVOM. Unfortunately, finding an intermittent or excessive resistance
problem with a DVOM is unreliable.
Let’s explore this drawback. Remember that a voltage drop due
to excessive resistance will only occur when a circuit is operating?
Since the injector circuit is only operating for a few milliseconds at
a time, a DVOM will only see a potential fault for a few milliseconds.
The remaining 90+% of the time the unloaded injector circuit will show
normal battery voltage.
Since DVOMs update their display roughly two to five times a
second, all measurements in between are averaged. Because a potential
voltage drop is visible for such a small amount of time, it gets
"averaged out", causing you to miss it.
Only a DVOM that has a "min-max" function that checks EVERY
MILLISECOND will catch this fault consistently (if used in that mode).
The Fluke 87 among others has this capability.
A "min-max" DVOM with a lower frequency of checking (100
millisecond) can miss the fault because it will probably check when
the injector is not on. This is especially true with current
controlled driver circuits. The Fluke 88, among others fall into this
category.
Outside of using a Fluke 87 (or equivalent) in the 1 mS "min-
max" mode, the only way to catch a voltage drop fault is with a lab
scope. You will be able to see a voltage drop as it happens.
One final note. It is important to be aware that an injector
circuit with a solenoid resistor will always show a voltage drop when
the circuit is energized. This is somewhat obvious and normal; it is a
designed-in voltage drop. What can be unexpected is what we already
covered--a voltage drop disappears when the circuit is unloaded. The
unloaded injector circuit will show normal battery voltage at the
injector. Remember this and do not get confused.
Checking Injector On-Time With Built-In Function

Several DVOMs have a feature that allows them to measure
injector on-time (mS pulse width). While they are accurate and fast to
hookup, they have three limitations you should be aware of:
* They only work on voltage controlled injector drivers (e.g

"Saturated Switch"), NOT on current controlled injector
drivers (e.g. "Peak & Hold").
* A few unusual conditions can cause inaccurate readings.
* Varying engine speeds can result in inaccurate readings.
Regarding the first limitation, DVOMs need a well-defined

injector pulse in order to determine when the injector turns ON and
OFF. Voltage controlled drivers provide this because of their simple
switch-like operation. They completely close the circuit for the
entire duration of the pulse. This is easy for the DVOM to interpret.
The other type of driver, the current controlled type, start
off well by completely closing the circuit (until the injector pintle
opens), but then they throttle back the voltage/current for the
duration of the pulse. The DVOM understands the beginning of the pulse
but it cannot figure out the throttling action. In other words, it
cannot distinguish the throttling from an open circuit (de-energized)
condition.
Yet current controlled injectors will still yield a
millisecond on-time reading on these DVOMs. You will find it is also
always the same, regardless of the operating conditions. This is
because it is only measuring the initial completely-closed circuit on-
time, which always takes the same amount of time (to lift the injector
pintle off its seat). So even though you get a reading, it is useless.
The second limitation is that a few erratic conditions can
cause inaccurate readings. This is because of a DVOM’s slow display
rate; roughly two to five times a second. As we covered earlier,
measurements in between display updates get averaged. So conditions
like skipped injector pulses or intermittent long/short injector
pulses tend to get "averaged out", which will cause you to miss
important details.
The last limitation is that varying engine speeds can result
in inaccurate readings. This is caused by the quickly shifting
injector on-time as the engine load varies, or the RPM moves from a
state of acceleration to stabilization, or similar situations. It too
is caused by the averaging of all measurements in between DVOM display
periods. You can avoid this by checking on-time when there are no RPM
or load changes.
A lab scope allows you to overcome each one of these
limitations.
Checking Injector On-Time With Dwell Or Duty

If no tool is available to directly measure injector
millisecond on-time measurement, some techs use a simple DVOM dwell or
duty cycle functions as a replacement.
While this is an approach of last resort, it does provide
benefits. We will discuss the strengths and weaknesses in a moment,
but first we will look at how a duty cycle meter and dwell meter work.
How A Duty Cycle Meter and Dwell Meter Work

All readings are obtained by comparing how long something has
been OFF to how long it has been ON in a fixed time period. A dwell
meter and duty cycle meter actually come up with the same answers
using different scales. You can convert freely between them. See
RELATIONSHIP BETWEEN DWELL & DUTY CYCLE READINGS TABLE .
The DVOM display updates roughly one time a second, although
some DVOMs can be a little faster or slower. All measurements during
this update period are tallied inside the DVOM as ON time or OFF time,
and then the total ratio is displayed as either a percentage (duty
cycle) or degrees (dwell meter).
For example, let’s say a DVOM had an update rate of exactly 1
second (1000 milliseconds). Let’s also say that it has been
measuring/tallying an injector circuit that had been ON a total of 250
mS out of the 1000 mS. That is a ratio of one-quarter, which would be
displayed as 25% duty cycle or 15 dwell (six-cylinder scale). Note
that most duty cycle meters can reverse the readings by selecting the
positive or negative slope to trigger on. If this reading were
reversed, a duty cycle meter would display 75%.
Strengths of Dwell/Duty Meter

The obvious strength of a dwell/duty meter is that you can
compare injector on-time against a known-good reading. This is the
only practical way to use a dwell/duty meter, but requires you to have
known-good values to compare against.
Another strength is that you can roughly convert injector mS
on-time into dwell reading with some computations.
A final strength is that because the meter averages
everything together it does not miss anything (though this is also a
severe weakness that we will look at later). If an injector has a
fault where it occasionally skips a pulse, the meter registers it and
the reading changes accordingly.
Let’s go back to figuring out dwell/duty readings by using
injector on-time specification. This is not generally practical, but
we will cover it for completeness. You NEED to know three things:
* Injector mS on-time specification.

* Engine RPM when specification is valid.
* How many times the injectors fire per crankshaft revolution.
The first two are self-explanatory. The last one may require
some research into whether it is a bank-fire type that injects every
360 of crankshaft rotation, a bank-fire that injects every 720 , or
an SFI that injects every 720 . Many manufacturers do not release this
data so you may have to figure it out yourself with a frequency meter.
Here are the four complete steps to convert millisecond on-
time:
1) Determine the injector pulse width and RPM it was obtained
at. Let’s say the specification is for one millisecond of on-time at a
hot idle of 600 RPM.
2) Determine injector firing method for the complete 4 stroke
cycle. Let’s say this is a 360 bank-fired, meaning an injector fires
each and every crankshaft revolution.
3) Determine how many times the injector will fire at the
specified engine speed (600 RPM) in a fixed time period. We will use
100 milliseconds because it is easy to use.
Six hundred crankshaft Revolutions Per Minute (RPM) divided
by 60 seconds equals 10 revolutions per second.
Multiplying 10 times .100 yields one; the crankshaft turns
one time in 100 milliseconds. With exactly one crankshaft rotation in
100 milliseconds, we know that the injector fires exactly one time.
4) Determine the ratio of injector on-time vs. off-time in
the fixed time period, then figure duty cycle and/or dwell. The
injector fires one time for a total of one millisecond in any given
100 millisecond period.
One hundred minus one equals 99. We have a 99% duty cycle. If
we wanted to know the dwell (on 6 cylinder scale), multiple 99% times
.6; this equals 59.4 dwell.
Weaknesses of Dwell/Duty Meter
The weaknesses are significant. First, there is no one-to-one
correspondence to actual mS on-time. No manufacturer releases
dwell/duty data, and it is time-consuming to convert the mS on-time
readings. Besides, there can be a large degree of error because the
conversion forces you to assume that the injector(s) are always firing
at the same rate for the same period of time. This can be a dangerous
assumption.
Second, all level of detail is lost in the averaging process.
This is the primary weakness. You cannot see the details you need to
make a confident diagnosis.
Here is one example. Imagine a vehicle that has a faulty
injector driver that occasionally skips an injector pulse. Every
skipped pulse means that that cylinder does not fire, thus unburned O2
gets pushed into the exhaust and passes the O2 sensor. The O2 sensor
indicates lean, so the computer fattens up the mixture to compensate
for the supposed "lean" condition.
A connected dwell/duty meter would see the fattened pulse
width but would also see the skipped pulses. It would tally both and
likely come back with a reading that indicated the "pulse width" was
within specification because the rich mixture and missing pulses
offset each other.
This situation is not a far-fetched scenario. Some early GM
3800 engines were suffering from exactly this. The point is that a
lack of detail could cause misdiagnosis.
As you might have guessed, a lab scope would not miss this.
RELATIONSHIP BETWEEN DWELL & DUTY CYCLE READINGS TABLE ( 1)

Dwell Meter (2) Duty Cycle Meter
1 .................................................... 1%
15 .................................................. 25%
30 .................................................. 50%
45 .................................................. 75%
60 ................................................. 100%
(1) - These are just some examples for your understanding.

It is okay to fill in the gaps.
(2) - Dwell meter on the six-cylinder scale.
THE TWO TYPES OF INJECTOR DRIVERS
OVERVIEW
There are two types of transistor driver circuits used to
operate electric fuel injectors: voltage controlled and current
controlled. The voltage controlled type is sometimes called a
"saturated switch" driver, while the current controlled type is
sometimes known as a "peak and hold" driver.
The basic difference between the two is the total resistance
of the injector circuit. Roughly speaking, if a particular leg in an
injector circuit has total resistance of 12 or more ohms, a voltage
control driver is used. If less than 12 ohms, a current control driver
is used.
It is a question of what is going to do the job of limiting
the current flow in the injector circuit; the inherent "high"
resistance in the injector circuit, or the transistor driver. Without
some form of control, the current flow through the injector would
cause the solenoid coil to overheat and result in a damaged injector.
VOLTAGE CONTROLLED CIRCUIT ("SATURATED SWITCH")

The voltage controlled driver inside the computer operates
much like a simple switch because it does not need to worry about
limiting current flow. Recall, this driver typically requires injector
circuits with a total leg resistance of 12 or more ohms.
The driver is either ON, closing/completing the circuit
(eliminating the voltage-drop), or OFF, opening the circuit (causing a
total voltage drop).
Some manufacturers call it a "saturated switch" driver. This
is because when switched ON, the driver allows the magnetic field in
the injector to build to saturation. This is the same "saturation"
property that you are familiar with for an ignition coil.
There are two ways "high" resistance can be built into an
injector circuit to limit current flow. One method uses an external
solenoid resistor and a low resistance injector, while the other uses
a high resistance injector without the solenoid resistor. See the left
side of Fig. 1.
In terms of injection opening time, the external resistor
voltage controlled circuit is somewhat faster than the voltage
controlled high resistance injector circuit. The trend, however, seems
to be moving toward use of this latter type of circuit due to its
lower cost and reliability. The ECU can compensate for slower opening
times by increasing injector pulse width accordingly.
NOTE: Never apply battery voltage directly across a low resistance

injector. This will cause injector damage from solenoid coil
overheating.
Fig. 1: Injector Driver Types - Current and Voltage
CURRENT CONTROLLED CIRCUIT ("PEAK & HOLD")

The current controlled driver inside the computer is more
complex than a voltage controlled driver because as the name implies,
it has to limit current flow in addition to its ON-OFF switching
function. Recall, this driver typically requires injector circuits
with a total leg resistance of less than 12 ohms.
Once the driver is turned ON, it will not limit current flow
until enough time has passed for the injector pintle to open. This
period is preset by the particular manufacturer/system based on the
amount of current flow needed to open their injector. This is
typically between two and six amps. Some manufacturers refer to this
as the "peak" time, referring to the fact that current flow is allowed
to "peak" (to open the injector).
Once the injector pintle is open, the amp flow is
considerably reduced for the rest of the pulse duration to protect the
injector from overheating. This is okay because very little amperage
is needed to hold the injector open, typically in the area of one amp
or less. Some manufacturers refer to this as the "hold" time, meaning
that just enough current is allowed through the circuit to "hold" the
already-open injector open.
There are a couple methods of reducing the current. The most
common trims back the available voltage for the circuit, similar to
turning down a light at home with a dimmer.
The other method involves repeatedly cycling the circuit ON-
OFF. It does this so fast that the magnetic field never collapses and
the pintle stays open, but the current is still significantly reduced.
See the right side of Fig. 1 for an illustration.
The advantage to the current controlled driver circuit is the
short time period from when the driver transistor goes ON to when the
injector actually opens. This is a function of the speed with which
current flow reaches its peak due to the low circuit resistance. Also,
the injector closes faster when the driver turns OFF because of the
lower holding current.
NOTE: Never apply battery voltage directly across a low resistance

injector. This will cause injector damage from solenoid coil
overheating.
THE TWO WAYS INJECTOR CIRCUITS ARE WIRED

Like other circuits, injector circuits can be wired in one of
two fundamental directions. The first method is to steadily power the
injectors and have the computer driver switch the ground side of the
circuit. Conversely, the injectors can be steadily grounded while the
driver switches the power side of the circuit.
There is no performance benefit to either method. Voltage
controlled and current controlled drivers have been successfully
implemented both ways.
However, 95% percent of the systems are wired so the driver
controls the ground side of the circuit. Only a handful of systems use
the drivers on the power side of the circuit. Some examples of the
latter are the 1970’s Cadillac EFI system, early Jeep 4.0 EFI (Renix
system), and Chrysler 1984-87 TBI.
INTERPRETING INJECTOR WAVEFORMS
INTERPRETING A VOLTAGE CONTROLLED PATTERN

NOTE: Voltage controlled drivers are also known as "Saturated
Switch" drivers. They typically require injector circuits
with a total leg resistance of 12 ohms or more.
NOTE: This example is based on a constant power/switched ground

circuit.
* See Fig. 2 for pattern that the following text describes.
Point "A" is where system voltage is supplied to the

injector. A good hot run voltage is usually 13.5 or more volts. This
point, commonly known as open circuit voltage, is critical because the
injector will not get sufficient current saturation if there is a
voltage shortfall. To obtain a good look at this precise point, you
will need to shift your Lab Scope to five volts per division.
You will find that some systems have slight voltage
fluctuations here. This can occur if the injector feed wire is also
used to power up other cycling components, like the ignition coil(s).
Slight voltage fluctuations are normal and are no reason for concern.
Major voltage fluctuations are a different story, however. Major
voltage shifts on the injector feed line will create injector
performance problems. Look for excessive resistance problems in the
feed circuit if you see big shifts and repair as necessary.
Note that circuits with external injector resistors will not
be any different because the resistor does not affect open circuit
voltage.
Point "B" is where the driver completes the circuit to
ground. This point of the waveform should be a clean square point
straight down with no rounded edges. It is during this period that
current saturation of the injector windings is taking place and the
driver is heavily stressed. Weak drivers will distort this vertical
line.
Point "C" represents the voltage drop across the injector
windings. Point "C" should come very close to the ground reference
point, but not quite touch. This is because the driver has a small
amount of inherent resistance. Any significant offset from ground is
an indication of a resistance problem on the ground circuit that needs
repaired. You might miss this fault if you do not use the negative
battery post for your Lab Scope hook-up, so it is HIGHLY recommended
that you use the battery as your hook-up.
The points between "B" and "D" represent the time in
milliseconds that the injector is being energized or held open. This
line at Point "C" should remain flat. Any distortion or upward bend
indicates a ground problem, short problem, or a weak driver. Alert
readers will catch that this is exactly opposite of the current
controlled type drivers (explained in the next section), because they
bend upwards at this point.
How come the difference? Because of the total circuit
resistance. Voltage controlled driver circuits have a high resistance
of 12+ ohms that slows the building of the magnetic field in the
injector. Hence, no counter voltage is built up and the line remains
flat.
On the other hand, the current controlled driver circuit has
low resistance which allows for a rapid magnetic field build-up. This
causes a slight inductive rise (created by the effects of counter
voltage) and hence, the upward bend. You should not see that here with
voltage controlled circuits.
Point "D" represents the electrical condition of the injector
windings. The height of this voltage spike (inductive kick) is
proportional to the number of windings and the current flow through
them. The more current flow and greater number of windings, the more
potential for a greater inductive kick. The opposite is also true. The
less current flow or fewer windings means less inductive kick.
Typically you should see a minimum 35 volts at the top of Point "D".
If you do see approximately 35 volts, it is because a zener
diode is used with the driver to clamp the voltage. Make sure the
beginning top of the spike is squared off, indicating the zener dumped
the remainder of the spike. If it is not squared, that indicates the
spike is not strong enough to make the zener fully dump, meaning the
injector has a weak winding.
If a zener diode is not used in the computer, the spike from
a good injector will be 60 or more volts.
Point "E" brings us to a very interesting section. As you
can see, the voltage dissipates back to supply value after the peak of
the inductive kick. Notice the slight hump? This is actually the
mechanical injector pintle closing. Recall that moving an iron core
through a magnetic field will create a voltage surge. The pintle is
the iron core here.
This pintle hump at Point "E" should occur near the end of
the downward slope, and not afterwards. If it does occur after the
slope has ended and the voltage has stabilized, it is because the
pintle is slightly sticking because of a faulty injector
If you see more than one hump it is because of a distorted
pintle or seat. This faulty condition is known as "pintle float".
It is important to realize that it takes a good digital
storage oscilloscope or analog lab scope to see this pintle hump
clearly. Unfortunately, it cannot always be seen.
Fig. 2: Identifying Voltage Controlled Type Injector Pattern
INTERPRETING A CURRENT CONTROLLED PATTERN

NOTE: Current controlled drivers are also known as "Peak and Hold"
drivers. They typically require injector circuits
with a total leg resistance with less than 12 ohm.
NOTE: This example is based on a constant power/switched ground

circuit.
* See Fig. 3 for pattern that the following text describes.
Point "A" is where system voltage is supplied to the

injector. A good hot run voltage is usually 13.5 or more volts. This
point, commonly known as open circuit voltage, is critical because the
injector will not get sufficient current saturation if there is a
voltage shortfall. To obtain a good look at this precise point, you
will need to shift your Lab Scope to five volts per division.
You will find that some systems have slight voltage
fluctuations here. This could occur if the injector feed wire is also
used to power up other cycling components, like the ignition coil(s).
Slight voltage fluctuations are normal and are no reason for concern.
Major voltage fluctuations are a different story, however. Major
voltage shifts on the injector feed line will create injector
performance problems. Look for excessive resistance problems in the
feed circuit if you see big shifts and repair as necessary.
Point "B" is where the driver completes the circuit to
ground. This point of the waveform should be a clean square point
straight down with no rounded edges. It is during this period that
current saturation of the injector windings is taking place and the
driver is heavily stressed. Weak drivers will distort this vertical
line.
Point "C" represents the voltage drop across the injector
windings. Point "C" should come very close to the ground reference
point, but not quite touch. This is because the driver has a small
amount of inherent resistance. Any significant offset from ground is
an indication of a resistance problem on the ground circuit that needs
repaired. You might miss this fault if you do not use the negative
battery post for your Lab Scope hook-up, so it is HIGHLY recommended
that you use the battery as your hook-up.
Right after Point "C", something interesting happens. Notice
the trace starts a normal upward bend. This slight inductive rise is
created by the effects of counter voltage and is normal. This is
because the low circuit resistance allowed a fast build-up of the
magnetic field, which in turn created the counter voltage.
Point "D" is the start of the current limiting, also known as
the "Hold" time. Before this point, the driver had allowed the current
to free-flow ("Peak") just to get the injector pintle open. By the
time point "D" occurs, the injector pintle has already opened and the
computer has just significantly throttled the current back. It does
this by only allowing a few volts through to maintain the minimum
current required to keep the pintle open.
The height of the voltage spike seen at the top of Point "D"
represents the electrical condition of the injector windings. The
height of this voltage spike (inductive kick) is proportional to the
number of windings and the current flow through them. The more current
flow and greater number of windings, the more potential for a greater
inductive kick. The opposite is also true. The less current flow or
fewer windings means less inductive kick. Typically you should see a
minimum 35 volts.
If you see approximately 35 volts, it is because a zener
diode is used with the driver to clamp the voltage. Make sure the
beginning top of the spike is squared off, indicating the zener dumped
the remainder of the spike. If it is not squared, that indicates the
spike is not strong enough to make the zener fully dump, meaning there
is a problem with a weak injector winding.
If a zener diode is not used in the computer, the spike from
a good injector will be 60 or more volts.
At Point "E", notice that the trace is now just a few volts
below system voltage and the injector is in the current limiting, or
the "Hold" part of the pattern. This line will either remain flat and
stable as shown here, or will cycle up and down rapidly. Both are
normal methods to limit current flow. Any distortion may indicate
shorted windings.
Point "F" is the actual turn-off point of the driver (and
injector). To measure the millisecond on-time of the injector, measure
between points "C" and "F". Note that we used cursors to do it for us;
they are measuring a 2.56 mS on-time.
The top of Point "F" (second inductive kick) is created by
the collapsing magnetic field caused by the final turn-off of the
driver. This spike should be like the spike on top of point "D".
Point "G" shows a slight hump. This is actually the
mechanical injector pintle closing. Recall that moving an iron core
through a magnetic field will create a voltage surge. The pintle is
the iron core here.
This pintle hump at Point "E" should occur near the end of
the downward slope, and not afterwards. If it does occur after the
slope has ended and the voltage has stabilized, it is because the
pintle is slightly sticking. Some older Nissan TBI systems suffered
from this.
If you see more than one hump it is because of a distorted
pintle or seat. This faulty condition is known as "pintle float".
It is important to realize that it takes a good digital
storage oscilloscope or analog lab scope to see this pintle hump
clearly. Unfortunately, it cannot always be seen.
Fig. 3: Identifying Current Controlled Type Injector Pattern

CURRENT WAVEFORM SAMPLES
EXAMPLE #1 - VOLTAGE CONTROLLED DRIVER

The waveform pattern shown in Fig. 4 indicate a normal
current waveform from a Ford 3.0L V6 VIN [U] engine. This voltage
controlled type circuit pulses the injectors in groups of three
injectors. Injectors No. 1, 3, and 5 are pulsed together and cylinders
2, 4, and 6 are pulsed together. The specification for an acceptable
bank resistance is 4.4 ohms. Using Ohm’s Law and assuming a hot run
voltage of 14 volts, we determine that the bank would draw a current
of 3.2 amps.
However this is not the case because as the injector windings
become saturated, counter voltage is created which impedes the current
flow. This, coupled with the inherent resistance of the driver’s
transistor, impedes the current flow even more. So, what is a known
good value for a dynamic current draw on a voltage controlled bank of
injectors? The waveform pattern shown below indicates a good parallel
injector current flow of 2 amps. See Fig. 4.
Note that if just one injector has a resistance problem and
partially shorts, the entire parallel bank that it belongs to will
draw more current. This can damage the injector driver.
The waveform pattern in Fig. 5 indicates this type of problem
with too much current flow. This is on other bank of injectors of the
same vehicle; the even side. Notice the Lab Scope is set on a one amp
per division scale. As you can see, the current is at an unacceptable
2.5 amps.
It is easy to find out which individual injector is at fault.
All you need to do is inductively clamp onto each individual injector
and compare them. To obtain a known-good value to compare against, we
used the good bank to capture the waveform in Fig. 6. Notice that it
limits current flow to 750 milliamps.
The waveform shown in Fig. 7 illustrates the problem injector
we found. This waveform indicates an unacceptable current draw of just
over one amp as compared to the 750 milliamp draw of the known-good
injector. A subsequent check with a DVOM found 8.2 ohms, which is
under the 12 ohm specification.
Fig. 4: Injector Bank w/Normal Current Flow - Current Pattern

Fig. 5: Injector Bank w/Excessive Current Flow - Current Pattern
Fig. 6: Single Injector w/Normal Current Flow - Current Pattern
Fig. 7: Single Injector w/Excessive Current Flow - Current Pattern

This time we will look at a GM 3.1L V6 VIN [T]. Fig. 8 shows
the 1, 3, 5 (odd) injector bank with the current waveform indicating
about a 2.6 amp draw at idle. This pattern, taken from a known good
vehicle, correctly stays at or below the maximum 2.6 amps current
range. Ideally, the current for each bank should be very close in
comparison.
Notice the small dimple on the current flow’s rising edge.
This is the actual injector opening or what engineers refer to as the
"set point." For good idle quality, the set point should be uniform
between the banks.
When discussing Ohm’s Law as it pertains to this parallel
circuit, consider that each injector has specified resistance of 12.2
ohms. Since all three injectors are in parallel the total resistance
of this parallel circuit drops to 4.1 ohms. Fourteen volts divided by
four ohms would pull a maximum of 3.4 amps on this bank of injectors.
However, as we discussed in EXAMPLE #1 above, other factors knock this
value down to roughly the 2.6 amp neighborhood.
Now we are going to take a look at the even bank of
injectors; injectors 2, 4, and 6. See Fig. 9. Notice this bank peaked
at 1.7 amps at idle as compared to the 2.6 amps peak of the odd bank (
Fig. 8). Current flow between even and odd injectors banks is not
uniform, yet it is not causing a driveability problem. That is because
it is still under the maximum amperage we figured out earlier. But be
aware this vehicle could develop a problem if the amperage flow
increases any more.
Checking the resistance of this even injector group with a
DVOM yielded 6.2 ohms, while the odd injector group in the previous
example read 4.1 ohms.
Fig. 8: Injector Odd Bank w/Normal Current Flow - Current Pattern

Fig. 9: Injector Even Bank w/Normal Current Flow - Current Pattern

Example #3 is of a Ford 5.0L V8 SEFI. Fig. 10 shows a
waveform of an individual injector at idle with the Lab Scope set on
200 milliamps per division. Notice the dimple in the rising edge. This
dimple indicates the actual opening of the injector (set point)
occurred at 400 milliamps and current peaked at 750 milliamps. This is
a good specification for this engine.
The next waveform pattern in Fig. 11 shows an abnormality
with another injector. With the Lab Scope set on 500 milliamps per
division, you can see that the current waveform indicates a 1200
milliamp draw. This is a faulty injector.
Abnormally low resistance injectors create excessive current
draw, causing rough idle, and possible computer driver damage.

EXAMPLE #4 - CURRENT CONTROLLED DRIVER

Example #4 is of a Ford 4.6L SEFI VIN [W]. See Fig. 12 for
the known-good waveform pattern. This Ford system is different from
the one above in EXAMPLE #3 as it peaks at 900 milliamps and the
actual opening of the injector (set point) is just below 600
milliamps.
This is offered as a comparison against the Ford pattern
listed above, as they are both Ford SEFI injectors but with different
operating ranges. The point is that you should not make any broad
assumptions for any manufacturer.

The known-good waveform in Fig. 13 is from a Chrysler 3.0L V6
PFI VIN [3]. It is a perfect example of the peak and hold theory. The
waveform shows a 1-amp per division current flow, ramping to 4 amps
and then decreasing to 1-amp to hold the injector open.
Fig. 13: Injector Bank w/Normal Current Flow - Current Pattern

This next known-good waveform is from a Ford 5.0L V8 CFI VIN
[F]. See Fig. 14. The pattern, which is set on a 250 milliamps scale,
indicates a 1.25 amp peak draw and a hold at 350 milliamps.

The known-good current controlled type waveform in Fig. 15 is
from a GM 2.0L TBI VIN [1]. With the lab scope set at 2 amps per
division, notice that this system peaks at 4 amps and holds at 1 amp.
The next waveform is from the same type of engine, except
that it shows a faulty injector. See Fig. 16. Notice that the current
went to almost 5 amps and stayed at 1 amp during the hold pattern.
Excessive amounts of current flow from bad injectors are a common
source of intermittent computer shutdown. Using a current waveform
pattern is the most accurate method of pinpointing this problem.

This known-good CPI system waveform from a GM 4.3L V6 CPI VIN
[W] peaks at 4 amps and holds at 1-amp. See Fig. 17 for waveform.
VOLTAGE WAVEFORM SAMPLES

These two known-good waveform patterns are from a Ford 4.6L
V8 VIN [W]. Fig. 18 illustrates the 64 volt inductive kick on this
engine, indicating no clamping is occurring. The second pattern,
Fig. 19, was taken during hot idle, closed loop, and no load.
Fig. 18: Injector Bank - Known Good - Voltage Pattern

The known-good waveform pattern in Fig. 20 is from a GM 3.8L
V6 PFI VIN [3]. It was taken during hot idle, closed loop and no load.

This known-good waveform pattern, Fig. 21, is from a GM 5.0L
V8 TPI VIN [F]. It was taken during hot idle, closed loop and no load.

From 1984 to 1987, Chrysler used this type injector drive on
their TBI-equipped engines. See Fig. 22 for a known-good pattern.
Instead of the ground side controlling the injector, Chrysler
permanently grounds out the injector and switches the power feed side.
Most systems do not work this way.
These injectors peak at 6 amps of current flow and hold at 1
amp.
Fig. 22: Single Injector - Known Good - Voltage Pattern

These two known-good waveform patterns are from a Chrysler 3.
0L V6 VIN [3]. The first waveform, Fig. 23, is a dual trace pattern
that illustrates how Chrysler uses the rising edge of the engine speed
signal to trigger the injectors. The second waveform, Fig. 24, was
taken during hot idle, closed loop, and no load.

This known-good pattern from a Ford 3.0L V6 PFI VIN [U]
illustrates that a zener diode inside the computer is used to clamp
the injector’s inductive kick to 35-volts on this system. See Fig. 25.

This known-good waveform from a Ford 5.0L V8 CFI VIN [F] was
taken during hot idle, closed loop, and no load. See Fig. 26.

These two known-good waveform patterns are from a GM 2.0L In-
Line 4 VIN [1]. Fig. 27 illustrates the 78 volt inductive spike that
indicates a zener diode is not used. The second waveform, Fig. 28, was
taken during hot idle, closed loop, and no load.
1995 Volvo 850

Volvo - Specifications & Procedures
850
* PLEASE READ FIRST *

NOTE: Prior to performing wheel alignment, perform preliminary
visual and mechanical inspection of wheels, tires and
suspension components. See PRE-ALIGNMENT INSTRUCTIONS in
WHEEL ALIGNMENT THEORY/OPERATION article.

Before adjusting alignment, check riding height. Riding
height must be checked with vehicle on level floor and tires properly
inflated. Bounce vehicle several times and allow suspension to settle.
Visually inspect vehicle for signs of abnormal height from
front to rear or side to side. Check passenger and luggage
compartments for extra heavy items and remove if present. Riding
height between left and right side of vehicle should vary less than 1"
(25.4 mm).
JACKING & HOISTING
FLOOR JACK OR HOIST

The following illustration indicates areas (parts) of
underbody and frame used to raise and support vehicle with either
floor jack or hoist. These points are indicated by shaded areas on
frame. See Fig. 1.
EMERGENCY JACKING
Those points designated on body outline are designed for use
with vehicle’s jack and are indicated by circular dots. See Fig. 1. If
floor jack or hoist is employed, extreme care should be exercised to
avoid damaging outer body shell.
Fig. 1: Jacking & Hoisting Points (Typical)
WHEEL ALIGNMENT PROCEDURES

CAMBER ADJUSTMENT
Front
1) Raise and support front of vehicle. Camber angle can only
be adjusted by altering the spring struts. Disconnect spring strut.
Drill out upper holes in shock absorber attachment to 14 mm. Ensure
holes are cleaned of burrs after drilling.
2) Install Washer (3 546 451-0) using one old bolt and nut in
lower hole. Do not tighten nut. Install Fixing Plug (3 546 450-2) in
upper hole. Drill a 4 mm hole through center of washer and shock
absorber attachment. Pound Clamping Pin (951 950-5) into 4 mm hole.
Remove centering plug and bolt.
3) Install Eccentric Bolt (3 546449-4) in upper shock
absorber hole and new Bolt (977 267-4) in lower hole. Slightly tighten
new nuts. Adjust camber angle, as necessary, by turning upper bolt.
After adjusting, tighten both nuts to 48 ft. lbs. (65 N.m), then
tighten an additional 90 degrees.
NOTE: Camber angle cannot be adjusted unless car is raised.
Rear
If camber angle is not to specification, check for trailing
arm damage.
CASTER ADJUSTMENT
Check caster angle on both sides of vehicle. Caster angle can
vary by one degree maximum between right and left sides.
TOE-IN ADJUSTMENT
Front
To adjust toe-in, lengthen or shorten tie-rod ends as
necessary. Loosen lock nuts and adjust tie rods. Longer rods will
result in a larger angle and shorter rods will result in a smaller
angle. Maximum possible variation in length between tie rods is 2 mm.
Take measurement between edge of thread and lock nut. After
tightening, apply rust proofing to tie rod threads.
Rear
1) To adjust toe-in, loosen nuts connecting transverse arms
to trailing arms. See Fig. 2. Move transverse arms forward or rearward
until correct value is obtained. Tighten one nut on each transverse
arm anchor to lock it in relation to other trailing arm.
2) Replace other bolts and nuts that are not tightened with
new bolts or nuts. Tighten nuts to 37 ft. lbs. (50 N.m), then tighten
an additional 150 degrees. Replace 2 previously tightened bolts and
nuts. Tighten to specification.
Fig. 2: Locating Transverse Arm Retaining Nuts

Strut Nuts ................................... ( 1) 48 (65)

Transverse Arm-To-Trailing Arm Nuts .......... ( 2) 37 (50)
Wheel Lug Nuts .................................. 81 (110)


WHEEL ALIGNMENT SPECIFICATIONS
WHEEL ALIGNMENT SPECIFICATIONS TABLE

Application Preferred Range
Camber (1)
Front .................. 0 ................... -1 To 1
Rear ................. -1.0 .............. -1.5 To -.5
Caster (1) ............. 3.33 ............. 2.33 To 4.33
Toe-In (2)
Front ................. .16 ............... .11 To .21
Rear .................. .03 .............. -.05 To .12
Toe-In (1)
Front ................. .33 ............... .23 To .43
Rear .................. .07 .............. -.10 To .23
(1) - Measurement in degrees.

(2) - Measurement in inches.

WHEEL ALIGNMENT THEORY/OPERATION
1995 Volvo 850
GENERAL INFORMATION
Wheel Alignment Theory & Operation
ALL MODELS

NOTE: This article is intended for general information purposes
only. This information may not apply to all makes and models.
PRE-ALIGNMENT INSTRUCTIONS
GENERAL ALIGNMENT CHECKS

Before adjusting wheel alignment, check the following:
* Each axle uses tires of same construction and tread style,

equal in tread wear and overall diameter. Verify that radial
and axial runout is not excessive. Inflation should be at
manufacturer’s specifications.
* Steering linkage and suspension must not have excessive play.
Check for wear in tie rod ends and ball joints. Springs must
not be sagging. Control arm and strut rod bushings must not
have excessive play. See Fig. 1.
Fig. 1: Checking Steering Linkage
* Vehicle must be on level floor with full fuel tank, no

passenger load, spare tire in place and no load in trunk.
Bounce front and rear end of vehicle several times. Confirm
vehicle is at normal riding height.
* Steering wheel must be centered with wheels in straight ahead
position. If required, shorten one tie rod adjusting sleeve
and lengthen opposite sleeve (equal amount of turns). See
Fig. 2.
* Wheel bearings should have the correct preload and lug nuts
must be tightened to manufacturer’s specifications. Adjust
camber, caster and toe-in using this sequence. Follow
instructions of the alignment equipment manufacturer.
CAUTION: Do not attempt to correct alignment by straightening parts.

Damaged parts must be replaced.
Fig. 2: Adjusting Tie Rod Sleeves (Top View)
CAMBER
1) Camber is the tilting of the wheel, outward at either top
or bottom, as viewed from front of vehicle. See Fig. 3.
2) When wheels tilts outward at the top (from centerline of
vehicle), camber is positive. When wheels tilt inward at top, camber
is negative. Amount of tilt is measured in degrees from vertical.
Fig. 3: Determining Camber Angle
CASTER
1) Caster is tilting of front steering axis either forward or
backward from vertical, as viewed from side of vehicle. See Fig. 4.
2) When axis is tilted backward from vertical, caster is
positive. This creates a trailing action on front wheels. When axis is
tilted forward, caster is negative, causing a leading action on front
wheels.
Fig. 4: Determining Caster Angle
TOE-IN ADJUSTMENT
Toe-in is the width measured at the rear of the tires
subtracted by the width measured at the front of the tires at about
spindle height. A positive figure would indicate toe-in and a negative
figure would indicate toe-out. If the distance between the front and
rear of the tires is the same, toe measurement would be zero. To
adjust:
1) Measure toe-in with front wheels in straight ahead
position and steering wheel centered. To adjust toe-in, loosen clamps
and turn adjusting sleeve or adjustable end on right and left tie
rods. See Figs. 2 and 5.
2) Turn equally and in opposite directions to maintain
steering wheel in centered position. Face of tie rod end must be
parallel with machined surface of steering rod end to prevent binding.
3) When tightening clamps, make certain that clamp bolts are
positioned so there will be no interference with other parts
throughout the entire travel of linkage.
Fig. 5: Wheel Toe-In (Dimension A Less Dimension B)
TOE-OUT ON TURNS
1) Toe-out on turns (turning radius) is a check for bent or
damaged parts, and not a service adjustment. With caster, camber, and
toe-in properly adjusted, check toe-out with weight of vehicle on
wheels.
2) Use a full floating turntable under each wheel, repeating
test with each wheel positioned for right and left turns. Incorrect
toe-out generally indicates a bent steering arm. Replace arm, if
necessary, and recheck wheel alignment.
STEERING AXIS INCLINATION
1) Steering axis inclination is a check for bent or damaged
parts, and not a service adjustment. Vehicle must be level and camber
should be properly adjusted. See Fig. 6.
2) If camber cannot be brought within limits and steering
axis inclination is correct, steering knuckle is bent. If camber and
steering axis inclination are both incorrect by approximately the same
amount, the upper and lower control arms are bent.
Fig. 6: Checking Steering Axis Inclination

WIPER/WASHER SYSTEM
1995 Volvo 850

Volvo Wiper/Washer Systems
850

All models are equipped with a 2-speed front wiper motor with
an intermittent feature. Wagon models are equipped with a rear
wiper/washer system.
ADJUSTMENTS
WIPER ARM ADJUSTMENT

For wiper arm adjustment, refer to illustration. See Fig. 1.
Fig. 1: Adjusting Wiper Arms

FRONT WIPER MOTOR

NOTE: On 850, wiper motor is removed along with wiper assembly.

1) Disconnect negative battery cable. Disconnect negative
battery cable. Ensure motor is in end (parked) position. Remove wiper
arms by loosening wiper arm nut. Release wiper arm from splines. Using
pliers, lever against nut and press arm up. See Fig. 2. Ensure nut is
left in position to protect threads. Remove nut and arm.
2) Remove 5 screws securing cover plate on cowl. See Fig. 3.
Disconnect 2 drainage tubes. Remove cover plate from cowl. Remove 2
bolts securing wiper assembly. See Fig. 4. Pull assembly outward to
release it from socket. Disconnect electrical connectors. Remove wiper
assembly.
3) Turn wiper assembly upside down. Mark and remove
connecting rod. Remove 3 bolts securing motor to wiper assembly and
remove motor. Before installing new motor, ensure it is in end
position. To complete installation, reverse removal procedure.
Fig. 2: Removing Wiper Arm

Fig. 3: Removing Cover Plate Screws

Fig. 4: Removing Wiper Assembly Bolts
FRONT & REAR WIPER RELAY

Wiper relay is located in relay box under left side of
instrument panel.
FRONT & REAR WIPER SWITCH

Remove steering wheel. See STEERING WHEEL & HORN under
REMOVAL & INSTALLATION in STEERING COLUMN SWITCHES article. Disconnect
electrical connector. Remove wiper switch retaining screws. To
FRONT & REAR WASHER MOTOR

Washer motor is located on washer fluid reservoir, in right
front corner of engine compartment. Disconnect electrical connector
and lift motor off reservoir.
See Fig. 5. Disconnect fluid lines. To install, reverse removal
procedure.
Fig. 5: Removing Washer Motor
REAR WIPER MOTOR

For rear wiper motor removal and installation, refer to
illustration. See Fig. 6.
Fig. 6: Removing Rear Wiper Motor
HEADLIGHT WIPERS
1) Lift cover of wiper arm holder. Loosen nut a few turns,
but leave on threads. Disconnect wiper arm from splines. Using pliers,
lever against nut and press arm upward. Ensure nut is left in position
to protect threads. Remove nut and arm. Disconnect fluid supply tube.
2) To install, reverse removal procedure. Ensure wiper blade
on right side of vehicle is below stop when nut is tightened. After
nut is tightened, lift blade over stop. Blade should rest lightly on
stop. Blade on left side of vehicle should be above stop when nut is
tightened.
HEADLIGHT WIPER MOTOR

Disconnect negative battery cable. Remove wiper arms. See
HEADLIGHT WIPERS under REMOVAL & INSTALLATION. Remove trim strip below
headlight. Remove 2 screws securing motor holder. Disconnect
electrical connector. Working from inside engine compartment, remove
wiper motor. To install, reverse removal procedure.
WIRING DIAGRAMS
Fig. 7: Front Wiper/Washer System Wiring Diagram (1995 Early

Production)
Fig. 8: Rear Wiper/Washer System Wiring Diagram (1995 Early
Production)
Fig. 9: Headlight Wiper/Washer System Wiring Diagram (1995 Early
Production)
Fig. 10: Front Wiper/Washer System Wiring Diagram (1995 Late
Production & 1996)
Fig. 11: Rear Wiper/Washer System Wiring Diagram (1995 Late
Production & 1996)
Fig. 12: Headlight Wiper/Washer System Wiring Diagram (1995 Late
Production & 1996)

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2.3l_5_cyl_vin_57.

1995 Volvo 850

* PLEASE READ THIS FIRST *

ENGINE IDENTIFICATION CODES TABLE

2.3L (Turbo) .......................................... 57

VALVE CLEARANCE ADJUSTMENT

REMOVAL & INSTALLATION

FUEL PRESSURE RELEASE

4) Remove front exhaust pipe nuts and springs. Remove front

Fig. 2: Removing Engine Wiring Harness

NOTE: Avoid damage to injector nozzles and needles.

3) Disconnect Idle Air Control (IAC) valve and Throttle

Fig. 5: Attaching Crankshaft Locking Tool (5451)

2) Install NEW cylinder head gasket and "O" rings in spark

Fig. 7: Using Locking Tool (5452) To Secure Camshafts

3) Install upper cylinder head. Tighten against lower section

5) Remove upper timing belt cover. Install belt tensioner and

Fig. 9: Installing Seal Using Drift (5450)

CRANKSHAFT FRONT SEAL

Fig. 10: Removing Crankshaft Belt Pulley

CAUTION: DO NOT turn crankshaft or camshafts while belt is removed.

Fig. 11: Checking Tensioner & Idler Pulleys

FRONT & REAR CAMSHAFT OIL SEALS

Fig. 12: Using Counterhold (5199) To Hold Camshaft Stationary

REAR CRANKSHAFT OIL SEAL

Removal & Installation

Fig. 13: Removing Water Pump

OIL PUMP SPECIFICATIONS TABLE

Outer Rotor-To-Housing .................... .014" (.35 mm)

Lbs. @ In. (N @ mm)

Valve Stem Oil Seals

Valve Seat Correction Angles

CYLINDER BLOCK ASSEMBLY

Crankshaft & Main Bearings

CAUTION: DO NOT not allow crankshaft to rotate.

3) Check identification markings on connecting rods and

Fig. 15: Intermediate Section Tightening Sequence (Typical)

Fig. 16: Engine Oil Schematic

Bump Stop-To-Support Member Bolt ................. 37 (50)

INCH Lbs. (N.m)

Front Exhaust Pipe-To-Manifold Nut ............... 84 (10)

(1) - Tighten an additional 90 degrees.

GENERAL ENGINE SPECIFICATIONS

CRANKSHAFT, MAIN & CONNECTING ROD BEARINGS SPECIFICATIONS

CONNECTING RODS SPECIFICATIONS

PISTONS, PINS & RINGS SPECIFICATIONS

CYLINDER BLOCK SPECIFICATIONS

VALVES & VALVE SPRINGS SPECIFICATIONS

Lbs. @ In. (N @ mm)

CYLINDER HEAD SPECIFICATIONS

Cylinder Head Height ..... 5.076-5.080" (128.95-129.05 mm)

End Play ............................. .002-.008 (.05-.20)

VALVE LIFTERS SPECIFICATIONS

Lifter Diameter ............................ 1.260 (32.00)

1995 Volvo 850

* PLEASE READ THIS FIRST *

ENGINE IDENTIFICATION CODES TABLE

2.4L (Non-Turbo) ...................................... 55

VALVE CLEARANCE ADJUSTMENT

REMOVAL & INSTALLATION

FUEL PRESSURE RELEASE

4) Remove front exhaust pipe nuts and springs. Remove front

Fig. 2: Removing Engine Wiring Harness