V70 D5 euro3 limp mode & engine service required

[Longhouse21]

Thanks Mike,

I'll check into that. However, reading the fault description in your post attachments it looks like I should be getting a fuel gauge or trip computer fault which I'm not seeing, but that might be a red herring. It also seems to imply that there is more than 1 sender unit (it referes to the left hand sensor?). If thats the case, maybe it's running on the remaining good unit for the gauge?

Steve

[outnumbered]

not sure and as you say could be a red herring , it would be nice if you could get another code read just to see what is live .
mike

[Longhouse21]

My thoughts are the same regarding a code re-read....I've been planning to sort this for a couple of weeks. I'll need to contact s60wilber as the local member with VIDA / DiCE to see if he'll be kind enough (and available) to read them again.

Steve

[outnumbered]

i can do a meet if that fails at Birch services if that helps you .
mike

[Longhouse21]

Mike, you're a gent!

I'll try s60wilber first as he's only 2 miles away and I'm not sure I trust the Volvo to a decent run yet. I'll let you know how it goes.

Steve

[Longhouse21]

Update (sometime on.....).

Finally bit the bullet and aquired VIDA & DiCE (working on Win 7, 32 bit but had to back step to IE8 to get DiCE to be recognised & work). Just read the codes and still showing ECM6805 along with ECM6700, ECM1300 & ECM1200) on initial check. I've cleared the codes again and test run the car. Initially getting restored performance for the first few miles and up to 3k rpm, but dropped to limp mode / engine service required at just over 3k rpm under load. Still revs to 3500 rpm but obviously rev limited by substitute value.

1200 & 1300 relate to AMF and intake temperature. Puzzling thing is that I've substituted the AMF with a second hand unit reported to be OK. I've also previously elimnated the vac system and engine mounts (6700) by vac tests and isolation of the pad control valve. Also replaced the TGV with new and the turbo inlet hose as well as checked the turbo (stripped & cleaned) and other hoses for leaks. No signs of I/C leaks, bulges. New fuel filter was fitted around 500 miles back as part of routine service. I've also checked & cleaned (with contact spray) all sensor connections under the bonnet that I can find!

I've taken some live readings at idle (see attachments) as well as active codes.

Any advice appreciated as I'm now short on possible soultions.

Longhouse

DTC 31.08.12_initial.pdf

status (idle)_31.08.12.pdf

[Bernard333]

I would try substituting your in tank pump , its a long shot but its my favourite fault on the Euro 3 D5 engine , mine is now on its fourth in tank pump . The symptoms of failure fit what you are getting , you only need the in tank pump for starting and when accelerating , it can still be working ok for normal driving but unable to cope with hard acceleration so starves the injection pump which then puts the car in limp or gives the 'engine system service' message . A used pump from a P2 T5 engined car will work , the excess pressure and higher flow rate seems to cause no problems on mine , the CEM switches the pump off as required so probably the only downside is its switching more often than the correct pump and may not last as long . You can pick these up for £20 or less but you need to use only the metal canister pump and swop the pipes over as the plumbing system is completely different , the outlet pipe can be softened using a heat gun then fit a jubliee clip when refitting . I know some forum members have fitted a brand new pump and found it made no difference so dont spend a lot of money on one.

[Longhouse21]

Another update.....weather and work have prevented me from investigating for some time.

I've not gone into changing out the fuel pump yet as thought it best to investigate the injectors and other possibilities first (as per the sticky). Before having a leak-off test done, I thought I'd run the injector diagnostics first. Found that injector 5 is way off calibration requiring +ve correction of 33 - 35 (1, 2 & 3 around 6.9 - 7 with 4 at 0), also a bit of injector knock which seems to be coming from 5 (screwdriver "stethoscope").

Is it likely that I've at last found the cause of my ECM6805 loss of boost after all the checks, changes and repairs?? If so, and if VIDA can find the calibration imbalance, why does it report 6805 and not and injector imbalance fault!!

I've got class 1 injectors and VIDA implies that I have to change like for like or go for a new type (class 4) and recalibrate, but I've heard tell that I could substitute with a class 2 (adjacent class type)?

Current DTCs ECM6805, CCM0021 & (a new one, bugger!) ECM9210. The last one has only just come up with a flashing ABS warning on the DIM.

Longhouse